Appendix E: 

Noise and Vibration

Discipline Report

Point Defiance Bypass 

Project 

Noise and Vibration 

Discipline Report 

September 2012 

Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page i 

Table of Contents 

Summary ........................................................................................................................................... 1 

Noise Assessment Methodology .................................................................................................. 1 

Rail Vibration Assessment Methodology ...................................................................................... 2 

Construction Noise and Vibration Assessment Methodology ....................................................... 3 

Noise and Vibration Criteria.......................................................................................................... 3 

Noise and Vibration Effects .......................................................................................................... 5 

Noise Minimization Measures ....................................................................................................... 5 

Vibration Minimization Measures .................................................................................................. 6 

Construction Minimization Measures ............................................................................................ 6 

Chapter 1 –Project Description ......................................................................................................... 7 

Introduction................................................................................................................................... 7 

Purpose and Need ....................................................................................................................... 7 

What alternatives are being considered for the Point Defiance Bypass Project? ......................... 8 

What’s happening in the bypass corridor today? .......................................................................... 9 

What would happen if the Project were not built? ......................................................................... 9 

What are the proposed improvements and related activities of the Point Defiance Bypass Project?

 ..................................................................................................................................................... 9 

What are the proposed operational changes that would result from the Point Defiance Bypass Project?

 ..................................................................................................................................................... 9 

Chapter 2 – Methodology ................................................................................................................ 13 

Noise Assessment Methodology ................................................................................................ 13 

Rail Vibration Assessment Methodology .................................................................................... 15 

Construction Noise and Vibration Assessment Methodology ..................................................... 17 

Chapter 3 – Noise and Vibration Criteria and Fundamentals .......................................................... 19 

Understanding Noise .................................................................................................................. 19 

Understanding Ground-Borne Vibration ..................................................................................... 20 

Impact Criteria and Applicable Regulations ................................................................................ 21 

Chapter 4 – Affected Environment .................................................................................................. 31 

Noise Monitoring ........................................................................................................................ 31 

Vibration Monitoring ................................................................................................................... 33 

Chapter 5 – Potential Project Effects .............................................................................................. 39 

Noise Effects .............................................................................................................................. 39 

Vibration Effects ......................................................................................................................... 46 

Construction Effects ................................................................................................................... 50 

Indirect Effects ............................................................................................................................ 54

Cumulative Effects ..................................................................................................................... 54 

Chapter 6 – Recommended Minimization Measures ....................................................................... 55 

Noise Minimization Measures ..................................................................................................... 55 

Vibration Minimization Measures ................................................................................................ 56 

Construction Minimization Measures .......................................................................................... 56 

References ...................................................................................................................................... 59 
September 2012 Point Defiance Bypass Project 

Page ii Noise and Vibration Discipline Report 

List of Exhibits 

Exhibit 1. Build Alternative Components ....................................................................................................... 11

Exhibit 2. Typical Ldn Values ......................................................................................................................... 20

Exhibit 3. Typical Levels of Ground-borne Vibration ..................................................................................... 21

Exhibit 4. Noise Impact Criteria for Transit Projects ...................................................................................... 24

Exhibit 5. Noise Impact Criteria ..................................................................................................................... 26

Exhibit 6. Example Effect Levels with an Existing Noise Exposure Level of 53 dBA ..................................... 27

Exhibit 7. Example Effect Levels with an Existing Noise Exposure Level of 63 dBA ..................................... 27

Exhibit 8. Ground-borne Vibration Impact Criteria ......................................................................................... 29

Exhibit 9. Ground-borne Vibration Impact Criteria for Special Buildings ....................................................... 30

Exhibit 10. Noise Monitoring Locations ......................................................................................................... 32

Exhibit 11. Vibration Monitoring Locations .................................................................................................... 33

Exhibit 12. Monitoring Locations ................................................................................................................... 34

Exhibit 13. Existing and Future Daily Rail Operations along the Point Defiance Bypass Route .................... 40

Exhibit 14. Existing and Future Maximum Train Speeds Along the Point Defiance Bypass Route ............... 40

Exhibit 15. Noise Levels from Amtrak Train Operations ................................................................................ 41

Exhibit 16. Build Alternative Noise Effects .................................................................................................... 42

Exhibit 17. Contribution of Project Noise Sources to Total Project Noise Exposure ..................................... 43

Exhibit 18. Wayside Horns and Train Mounted Ldn Noise Contours .............................................................. 45

Exhibit 19. Build Alternative Vibration Levels from Amtrak Passenger Train Operations .............................. 47

Exhibit 20. Vibration Effect, Site 3 ................................................................................................................. 48

Exhibit 21. Vibration Effect, Site 11 ............................................................................................................... 49

Exhibit 22. Construction Noise Levels ........................................................................................................... 51

Exhibit 23. Vibration Source Levels for Construction Equipment .................................................................. 52

Exhibit 24. Build Alternative Vibration Levels from Construction ................................................................... 53
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 1 

Summary 

The Federal Railroad Administration (FRA) is the federal Project lead and 

the Washington State Department of Transportation (WSDOT) is the lead 

state agency for the Project. 

The Project is located in Pierce County along an approximately 21-mile 

existing corridor. The three owners of the Project are Sound Transit, 

Tacoma Rail, and the Burlington Northern Santa FE (BNSF) Railroad. 

The Project would improve railroad track and support facilities, and 

relocate the Tacoma Amtrak Station. Following are the five major Project 

components: 

 Construct a new track adjacent to the existing main line between 

South Tacoma and Lakewood. 

 Reconstruct and rehabilitate the existing main line track. 

 Improve the connection to the main line near Nisqually. 

 Construct improvements at existing at-grade crossings to improve 

safety features and allow high-speed rail operations. 

 Relocate the Tacoma Amtrak Station to the Tacoma Dome Station 

at Freighthouse Square. 

No new at-grade highway or rail crossings are planned within the Project 

area, nor would any at-grade crossings be closed as part of the Project. 

Noise Assessment Methodology 

Predicted noise levels for the Project area were modeled with the current 

(2011 version) Federal Transit Administration (FTA) noise spreadsheet 

model. Predicted future noise levels in the Project area were based on 

existing measured sound levels and future daily rail operations detailed in 

Chapter 1 of the Noise and Vibration Discipline Report. The spreadsheet 

was developed by FTA and uses the methods and formulas described in 

“Chapter 6: Detailed Noise Analysis” of the FTA guidance manual, 

Transit Noise and Vibration Impact Assessment (FTA 2006). 

To provide a baseline for the analysis of potential noise effects caused by 

the rail operations, long-term (24-hour) measurements were conducted at 
September 2012 Point Defiance Bypass Project 

Page 2 Noise and Vibration Discipline Report 

19 sites, which include residences and other buildings where people 

normally sleep. These measurement locations were supplemented with 

four short-term (15-minute) noise measurements to determine existing 

noise levels at typical recreational, institutional, and commercial land uses 

with primarily daytime and evening activity. 

Noise exposure (future noise that would be generated by the Project) was 

forecast using the FTA 2011 spreadsheet-based noise model. 

The predicted noise levels were compared to the site-specific criteria to 

determine if there would be No Effect, a Moderate Effect, or a Severe 

Effect at each site. 

Rail Vibration Assessment Methodology 

Vibration effects from rail operations are generated through the wheel/rail 

interface. The smoothness of these motions/actions is influenced by wheel 

and rail roughness, rail vehicle suspension, train speed, track construction 

(including types of fixation and ballast), the location of switches and 

crossovers, and the geologic strata (layers of rock and soil) underlying the 

track. Vibration from a passing train could move through the geologic 

strata, resulting in building vibration transferred through the building 

foundation. Because vibration levels are rarely sufficient to cause building 

damage, the principal concern is annoyance to building occupants. 

FRA relies upon the FTA noise and vibration impact assessment 

procedures for assessing improvements to conventional passenger rail 

lines and stationary rail facilities and horn noise assessment.1

Vibration levels caused by the Project were predicted using the vibration 

assessment information and procedures contained in the FTA’s guidance 

manual, Transit Noise and Vibration Impact Assessment (2006). 

All estimates of ground-borne vibration were projected to the foundation 

of each building, and did not include estimates of building coupling loss. 

Building coupling loss is the amount of vibration energy lost between the 

ground vibration and the vibration of the building; generally, the heavier 

the building foundation, the greater the coupling loss. Predicted groundborne vibration levels were compared to the FTA impact criteria to 

determine potential effects. 

 

1

 Guidance on Assessing Noise and Vibration Impacts (FRA 2011) 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 3 

Construction Noise and Vibration Assessment 

Methodology 

Because the means and methods of construction will not be known until a 

contractor is selected for the Project, analysis of construction noise and 

vibration was based on typical activities and equipment used for 

demolition, excavation, and erection work phases. The evaluated activities 

are representative of activities that would occur during Project 

construction. 

Noise and Vibration Criteria 

Per FRA’s Guidance on Assessing Noise and Vibration Impacts (2011), 

FRA relies upon the FTA noise and vibration impact assessment 

procedures for assessing improvements to conventional passenger rail 

lines and stationary rail facilities, and horn noise assessment. 

Noise and vibration impact assessment procedures are described in detail 

in Chapter 2 of the Noise and Vibration Discipline Report. 

Airborne Noise Criteria 

The criteria in the FTA guidance manual, Transit Noise and Vibration 

Impact Assessment (2006), are founded on well-documented research on 

community reactions to environmental noise, and based on project-related 

changes in noise exposure using a sliding scale. The degree to which a 

project may increase the existing level of environmental noise is reduced 

with increasing levels of existing noise. The Noise Impact Criteria group 

noise-sensitive land uses into the following three categories: 

 Category 1: Sites where quiet is an essential element of their 

purpose. 

 Category 2: Residences and buildings where people normally 

sleep. This includes single- and multi-family residences, hospitals, 

and hotels where nighttime sensitivity is assumed to be of utmost 

importance. 

 Category 3: Institutional land uses with primarily daytime and 

evening use. This category includes schools, libraries, churches, 

office buildings, and other noise-sensitive commercial land uses. 

The Average Day/Night Sound Level (Ldn) in units of A-weighted decibels 

(dBA) is used to describe noise exposure for residential receivers/areas 

(Category 2). The maximum one-hour Equivalent Sound Level (Leq), also 

in units of dBA, is used to describe noise exposure for other noisesensitive land uses such as school buildings (Categories 1 and 3). Ldn and 

Leq are described in detail in Chapter 3 of the Noise and Vibration 
September 2012 Point Defiance Bypass Project 

Page 4 Noise and Vibration Discipline Report 

Discipline Report. The criteria, as described in FTA’s Transit Noise and 

Vibration Impact Assessment (2006) include two levels of impact: 

 Severe Effect: Severe noise effects are considered “significant” as 

this term is used in NEPA and its implementing regulations. 

Severe noise effects represent the most compelling need for 

mitigation measures. However, before mitigation measures are 

considered, the project sponsor should first evaluate alternative 

locations/alignments to determine whether it is feasible to avoid 

Severe Effects altogether while still satisfying project goals. If it is 

not practical to avoid Severe Effects by changing the location or 

design of the project, mitigation measures must be considered. 

Severe Effects have the greatest adverse effect on the community; 

thus, there is a presumption that mitigation would be incorporated 

in the project unless there are truly extenuating circumstances that 

prevent it. 

 Moderate Effect: Moderate noise effects are associated with a 

change in the cumulative noise level that is noticeable to most 

people, but may not be sufficient to cause strong, adverse reactions 

from the community. Project noise levels in the Moderate Effect 

range would also require consideration and adoption of noise 

abatement measures when they are considered feasible and 

reasonable. While effects in this range are not of the same 

magnitude as Severe Effects, there can be circumstances regarding 

the factors outlined below that make a compelling argument for 

mitigation. These other factors can include the predicted increase 

over existing noise levels, the type and number of noise-sensitive 

land uses affected, existing outdoor/indoor sound insulation, 

community views, special protection provided by law, and the 

cost-effectiveness of mitigating noise to more acceptable levels. 

Ground-Borne Noise and Vibration Criteria 

The FTA has developed impact criteria for acceptable levels of groundborne vibration and ground-borne noise. Ground-borne vibration from rail 

vehicles is characterized in terms of the root-mean-square (RMS) 

vibration velocity amplitude. The threshold of vibration perception for 

most humans is around 65-70 vibration decibels (VdB). Levels in the 

70-75 VdB range are often noticeable but acceptable, and levels greater 

than 80 VdB are often considered unacceptable. 

Ground-borne noise does not generate effects for at-grade rail operations 

(such as the Project), because the level of airborne noise from passing 

trains transmitted through the windows or walls of a building would 

exceed any ground-borne noise potentially transmitted into the building. 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 5 

Noise and Vibration Effects 

Noise and vibration effects are described in detail in Chapter 5 of the 

Noise and Vibration Discipline Report. Moderate noise effects are 

predicted at two sites for the Project: Site 6M and Site 16N. Each site 

represents approximately six residences. The noise levels at these sites 

would be caused by warning devices at at-grade crossings located near the 

noise-sensitive land uses. 

Operational- and construction-related vibration effects are predicted at two 

sites: Site 3 and Site 11. Site 3 represents approximately five residences, 

and Site 11 represents approximately 11 residences located 25-50 feet 

from the nearest track. Vibration levels at these locations are a result of the 

small distance between the tracks and the vibration-sensitive land uses. 

Noise Minimization Measures 

No Build Alternative 

Under the No Build Alternative, the Project would not be built and would 

not cause any additional noise effects. Therefore, no mitigation or 

minimization measures are required or proposed. 

Build Alternative 

No severe noise effects are predicted for the Build Alternative. Moderate 

noise effects are predicted at Sites 6M and 16N. These effects would be 

caused by warning devices at the nearby at-grade crossings. These 

crossings will use wayside horns to limit the sounding of train horns and 

reduce the area exposed to train warning sounds; however, noise effects 

would still occur near the intersections. The use of wayside horns has been 

included in the Project’s design to minimize noise exposure from the 

Project. Because the affect would be caused by required warning devices, 

elimination of the noise source would not be acceptable because it would 

create a safety hazard. While it is not required, mitigation for moderate 

effects, where possible, should be considered. Noise barrier placement is 

not feasible in these areas, because openings in the barriers would be 

needed for roadway crossings and noise barriers in these areas could 

create sight-distance hazards. 

Structural sound insulation in dwellings is provided only if predicted noise 

effects are severe. The predicted noise effects identified for the Project are 

less than severe. Therefore, noise insulation is not recommended as a 

mitigation measure. 
September 2012 Point Defiance Bypass Project 

Page 6 Noise and Vibration Discipline Report 

Therefore, no noise mitigation or minimization measures are 

recommended for grade-crossing noise effects caused by the Build 

Alternative. 

Vibration Minimization Measures 

No Build Alternative 

Under the No Build Alternative, the Project would not be built and would 

not cause any vibration effects. Therefore, no minimization measures are 

required or proposed. 

Build Alternative 

Vibration effects at Sites 3 and 11 would be caused by train pass-by. Use 

of track treatments to reduce the vibration transmitted to the ground, such 

as resiliently supported ties, or ballast mats in this area could reduce the 

vibration levels below the 80 VdB criteria. 

A detailed vibration analysis of the two areas with predicted vibration 

effects will be conducted during final design. This study will address the 

vibration from the existing rail line and characterize the soil propagation 

in the area, which may reduce the number of vibration effects. The 

detailed study will also address any rail vibration treatments that have 

already been incorporated by Sound Transit in areas of shared track. 

Construction Minimization Measures 

Noise and vibration control measures during construction may be required 

to minimize noise and vibration levels on existing sensitive land uses. All 

construction activities will have to comply with local noise and vibration 

regulations. Nighttime work could require a variance for local noise 

regulations. 

The contractor will be required to comply with any noise regulations 

permits acquired for the Project. Construction hours could be set, and 

construction activity noise level emission criteria could be determined and 

compliance required during construction. 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 7 

Chapter 1 –Project Description 

Introduction 

Under the High-Speed Intercity Passenger Rail (HSIPR) Program and 

pursuant to a programmatic Tier I Environmental Assessment (EA) the 

Federal Railroad Administration (FRA) has approved an application from 

the Washington State Department of Transportation (WSDOT) to improve 

the Pacific Northwest Rail Corridor (PNWRC), a federally designated 

high-speed rail corridor. One project included in the PNWRC application 

is the Point Defiance Bypass Project (the Project), which would respond to 

deficiencies in the existing rail operations around Point Defiance. This 

Discipline Report has been prepared in support of the project-specific EA 

for the Point Defiance Bypass project. 

The Project is located in Pierce County along an existing approximately 

20-mile rail corridor between Tacoma and Nisqually.2 The Project would 

provide for the re-routing of Amtrak passenger trains from the BNSF rail 

line that runs along the southern Puget Sound shoreline (Puget Sound 

route) to the Point Defiance Bypass route, an existing rail corridor that 

runs along the west side of I-5. The Project would consist of railroad track 

and support facility improvements, and relocation of the Tacoma Amtrak 

Station to Freighthouse Square in Tacoma. 

Purpose and Need

As described above, the Point Defiance Bypass route is part of the larger 

PNWRC. Within Washington State, the vision for the PNWRC is to 

“...improve intercity passenger rail service by reducing travel times and 

achieving greater schedule reliability in order to accommodate growing 

intercity travel demand...”3

. 

The purpose of the Project is to provide more frequent and reliable highspeed intercity passenger rail service along the PNWRC between Tacoma 

and Nisqually. In conformity with the decisions under the Tier 1 

Programmatic EA, the PNWRC Improvement Program has reduced the 

 

2

 The three owners of the project corridor are Sound Transit, Tacoma Rail, and BNSF. 3 WSDOT 2009
September 2012 Point Defiance Bypass Project 

Page 8 Noise and Vibration Discipline Report 

overall environmental effects of providing improved passenger rail service 

with the use of an existing transportation corridor and associated 

infrastructure, rather than creating a new corridor. 

The Project is needed to address the deficiencies in the existing rail 

alignment around Point Defiance. The existing alignment (Puget Sound 

route), shared by freight and passenger rail traffic, is near capacity and is 

therefore unable to accommodate additional high-speed intercity 

passenger rail service without substantial improvements. In addition, the 

existing alignment has physical and operational constraints that adversely 

affect both passenger train scheduling and reliability. 

Improving intercity passenger rail service in the project area and meeting 

the Project needs would be accomplished by: 

 Enhanced Frequency: Increasing Amtrak Cascades round-trips from four 

to six by 2017 to meet projected service demands. 

 Improved Reliability: Reducing scheduling conflicts with freight trains 

that often result in delays, and by minimizing or avoiding operational 

delays (e.g., drawbridge openings) and weather-related delays (e.g., 

mudslides), and improving on-time performance from 68 percent to 88 

percent. 

 Enhanced Efficiency: Enhancing the efficient movement of people by 

decreasing trip times by 10 minutes, and reducing the amount of time 

passenger trains spend yielding to freight movements. 

 Improved Safety: Constructing at-grade crossings with upgraded safety 

features, including wayside horns, median barriers, advance warning 

signals, and traffic signal improvements. 

What alternatives are being considered for the Point 

Defiance Bypass Project? 

FRA and WSDOT conducted an evaluation of three build alternatives: the 

Point Defiance Bypass Alternative, the Shoreline Alternative, and the 

Greenfield Alternative. Two of the alternatives (the Shoreline Alternative, 

and the Greenfield Alternative) were eliminated from further study. 

Although both alternatives could meet the Project’s purpose and need, 

they were determined to be impracticable and unfeasible due to technical 

constraints, high construction costs, and significant environmental effects. 

Grade separations were also evaluated for further consideration. FRA and 

WSDOT’s preliminary analysis revealed that current and projected future 

traffic volumes do not warrant the construction of new grade-separated 

crossings. 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 9 

What’s happening in the bypass corridor today? 

The rail line between TR Junction and East “D” Street in Tacoma hosts 

both freight and commuter trains, including freight operators Tacoma Rail 

and BNSF, and Sound Transit’s Sounder commuter rail service. Freight 

train traffic between TR Junction and East “D” Street averages under two 

trains per day, while Sound Transit currently operates 18 trains per day 

between Freighthouse Square and Seattle each weekday, and also offers 

occasional special event trains, usually on weekends, to serve sporting and 

other events in Seattle. Sounder service to Lakewood begins in late 2012. 

What would happen if the Project were not built? 

If the Project were not built (the No Build Alternative), Amtrak’s 

Cascades and Coast Starlight passenger train service would continue to 

use the existing Puget Sound route. The No Build Alternative includes 

only the minor maintenance and repair activities necessary to keep the 

existing Puget Sound route operational. With the No Build Alternative, it 

would be expected that as freight traffic increases, congestion would 

adversely affect Amtrak service reliability, and the travel time for Amtrak 

trains between Seattle and Portland would increase. 

Along the Point Defiance Bypass route, the Tacoma Rail and BNSF 

freight services would continue. The at-grade crossings at Clover Creek 

Drive Southwest, North Thorne Lane Southwest, Berkeley Street 

Southwest, 41st Division Drive, and Barksdale Avenue Southwest would 

not be upgraded. 

Sound Transit’s Sounder commuter passenger trains will become 

operational in late 2012 between the Tacoma Dome Station at 

Freighthouse Square in Tacoma and Sound Transit’s Lakewood Station 

(on the Point Defiance Bypass route) with as many as 18 Sounder trains 

per day. 

What are the proposed improvements and related activities 

of the Point Defiance Bypass Project? 

The Project consists of railroad track and support facility improvements, 

and the relocation of Amtrak’s Tacoma Station. Error! Reference source 

not found. shows the components of the Build Alternative. The following 

details specific components of the Build Alternative. 

 Construct New Track Adjacent to the Existing Main Line – A new 

3.5-mile track adjacent to the existing main line would be constructed 

from South 66th Street (Rail MP 6.9) in Tacoma to between Bridgeport 

Way SW (Rail MP 10.4) and Clover Creek Drive SW (Rail MP 10.9) in 

Lakewood. 
September 2012 Point Defiance Bypass Project 

Page 10 Noise and Vibration Discipline Report 

 Reconstruct and Rehabilitate the Existing Main Line – Starting just 

southwest of Bridgeport Way Southwest (Rail MP 10.4) in Lakewood, the 

existing track would be reconstructed to a location southeast of the I5/Mounts Road Southwest interchange (Rail MP 19.8) at Nisqually 

Junction. 

 Improvements at at-Grade Crossings – Several grade crossings would 

be improved with wayside horns, gates, traffic signals and signage, 

sidewalks, median separators, and warning devices. These crossings 

include Clover Creek Drive Southwest, North Thorne Lane Southwest, 

Berkeley Street Southwest, 41st Division Drive and Barksdale Avenue. 

 Tacoma Amtrak Station Relocation – The existing Tacoma Amtrak 

Station would be relocated from its Puyallup Avenue location to the 

Tacoma Dome Station at Freighthouse Square, at 430 E. 25th Street in 

Tacoma. 

What are the proposed operational changes that would 

result from the Point Defiance Bypass Project? 

Amtrak’s existing Cascades and Coast Starlight passenger train service 

would be rerouted from the Puget Sound route along the Puget Sound 

shoreline to the Point Defiance Bypass route. The Project would also 

provide for additional Amtrak Cascades service by increasing the number 

of round trips provided from 4 to 6, or a total of 12 Cascades service train 

trips. All Amtrak Cascades and Amtrak Coast Starlight service would 

occur between 7:00 a.m. and 10:00 p.m. No Amtrak nighttime service 

would be operated on the Point Defiance Bypass route. Amtrak Coast 

Starlight would also travel on the Point Defiance Bypass route for a total 

of two Coast Starlight service train trips. The speed of these passenger 

trains would be up to 79 mph. 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 11 

Exhibit 1. Build Alternative Components 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 13 

Chapter 2 – Methodology 

Per FRA’s Guidance on Assessing Noise and Vibration Impacts (FRA 

2011), FRA relies upon the FTA noise and vibration impact assessment 

procedures for assessing improvements to conventional passenger rail 

lines and stationary rail facilities and horn noise assessment. 

The study area for the noise and vibration analysis is the project corridor. 

Noise and vibration effects were evaluated at noise- and vibrationsenisitive receptors within 1,000 feet of the track centerline. 

Noise Assessment Methodology 

Predicted noise levels in the area surrounding the Project were modeled 

with the current (2011 version) FTA noise spreadsheet model. Predicted 

future noise levels in the study area were based on existing measured 

sound levels and future daily rail operations oulined in Chapter 1. The 

spreadsheet was developed by FTA and uses the methods and formulas in 

“Chapter 6: Detailed Noise Analysis” of the FTA guidance manual,

Transit Noise and Vibration Impact Assessment (2006). 

The operations assumptions (speed, headways, and schedule) used in the 

noise analysis were the same as those used in estimating ridership, fare 

revenue, and other effects of the Project. 

Noise effects from rail operations are generated from the interaction of 

wheels on track and motive power. The interaction of steel wheels on rails 

generates four different types of noise, depending on track work. These 

include: 

1. Noise generated by passing trains operating on tangent track 

sections; 

2. Noise generated from wheel squeal on tightly curved track; 

3. Noise generated on special trackwork sections, such as at 

crossovers or turnouts; and 

4. Noise generated at grade crossing, including warning bells, 

locomotive horns, or wayside horns. 

This noise impact analysis considered each of these different sources. 
September 2012 Point Defiance Bypass Project 

Page 14 Noise and Vibration Discipline Report 

Potentially noise-sensitive land uses and vibration-sensitive buildings 

were identified, as well as appropriate locations for noise and vibration 

monitoring by reviewing maps and aerial photographs, and conducting a 

site visit. Noise levels were measured at locations along the proposed 

alternative alignments and near the proposed rail station locations to 

establish the most sensitive existing environment. All noise measurements 

were made in accordance with American National Standards Institute 

(ANSI) procedures for community noise measurements. Larson Davis 

Model 720 or Model 820 sound level meters were used for all noise 

measurements. 

To provide a baseline for the analysis of potential noise effects of the rail 

operations, long-term (24-hour) measurements were conducted at 19 sites 

that include residences and other buildings where people normally sleep. 

These measurement locations were supplemented with four short-term 

(15-minute) noise measurements, as needed to determine existing noise 

levels at typical recreational, institutional, and commercial land uses with 

primarily daytime and evening activity. 

Noise exposure (future project-generated noise) was forecast using the 

FTA noise model. The FTA model includes default reference noise levels 

for 23 different noise sources that could be part of a rail project. The 

default noise reference levels for train types are based on measurements 

taken from different vehicles types. They are conservative because the 

reference levels represent the worst-case noise from the vehicle types. The 

noise model spreadsheet takes into account the speed of the train, the 

number of engines and number of cars per train set, and the number of 

trains per hour during daytime and nighttime hours. Other inputs included 

the type of track, track on aerial structures, if a barrier is present, and if 

there are buildings between the rail and the receiver. This report uses the 

default reference noise levels provided by FTA (for Amtrak trains 

comprised of one locomotive and eight rail cars in each train) and 

validates the calculation using reference sound levels from similar Amtrak 

passenger trains that are expected to use the tracks. 

To validate the noise level predictions, pass-by noise measurements were 

taken in areas outside the Project area. These pass-by measurements 

provide additional data about the specific Amtrak passenger trains that 

would travel on the improved tracks. These areas have already improved 

tracks and joints that are similar to the Project improvements. Straight-line 

noise measurements were taken west of the track that parallel to East 

Valley Highway, between Lake Tapps Parkway and Lakeland Hill Way 

approximately 50 feet from the railroad tracks. These measurements were 

compared to the modeled noise levels from the FTA noise model. The 

result of the pass-by noise measurements correspond to an average sound 

exposure level (SEL) of 93 dBA for the observed trains; the FTA noise 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 15 

model uses a reference SEL of 93 dBA 50 feet from the railroad tracks for 

a passenger trains comprised of one locomotive and eight rail cars 

traveling at 50 miles per hour. Because the measured SEL is similar to the 

FTA noise model reference SEL, the pass-by noise measurement validates 

the use of the FTA noise model and reference noise levels. 

Pass-by noise measurements were also taken to characterize potential 

wheel squeal. Wheel squeal is caused when the wheels slip or stick to the 

rails as trains negotiate tight radius curves. Pass-by noise measurements 

were taken on the curve track west of East Valley Highway north of 

Puyallup Street. No wheel squeal was measured or observed during the 

measurement. The FTA Transit Noise and Vibration Impact Assessment 

(2006) states that a standard steel wheel on steel rail system will tend to 

initiate curve squeal at curves with radii less than 100 times the truck 

wheelbase. The Amtrak Cascades trains are typically operated in a pushpull configuration with an EMD F59HI engine at one end, a 12 or 13 car 

Talgo-built trainset, and an unpowered EMF F40PH locomotive called a 

Non-Powered Control Unit (NPCU) on the other end. The leading 

locomotive engine and the NPCU both have truck wheelbase lengths of 

nine feet. The Talgo passenger cars are equipped with one set of single 

axle wheels per car and therefore would not act in the same way as a 

conventional double axle truck, such as the ones on the locomotive 

engines. Therefore, according to the FTA guidance, wheel squeal at curves 

would only be likely to occur on curves with a radius of 900 feet or less 

(nine feet multiplied by 100). 

Data from the WSDOT Rail Offices indicates that there are two curves on 

the project alignment with curve radii less than 900 feet: 

 Curve C-19A-1 at Station # a 534+85.80 with a curve radius of 

685.42 feet 

 Curve C-20-1 at Station # a 547+15.71 with a curve radius of 

828.88 feet 

Both these curves are located next to one another near the southern end of 

the project alignment where the track crosses Interstate 5, south of the City 

of DuPont. There are no noise-sensitive land uses in the vicinity of these 

two curves and so wheel squeal was not considered further in the noise 

impact analysis. 

The FTA noise model also provides for the analysis of locomotive horns 

and waysides horns, at grade crossings, and special track work as separate 

airborne noise sources. These sources were modeled at the receivers where 

the Project could affect noise levels. 

The predicted noise levels are compared to the site-specific criteria to 

determine if there is No Effect, a Moderate Effect, or a Severe Effect at 

each site. 
September 2012 Point Defiance Bypass Project 

Page 16 Noise and Vibration Discipline Report 

Rail Vibration Assessment Methodology 

Vibration effects from rail operations are generated through the wheel/rail 

interface. The smoothness of these motions/actions are influenced by 

wheel and rail roughness, rail vehicle suspension, train speed, track 

construction (including types of fixation and ballast), the location of 

switches and crossovers, and the geologic strata (layers of rock and soil) 

underlying the track. Vibration from a passing train has the potential to 

move through the geologic strata, resulting in building vibration 

transferred through the building foundation. The principal concern is 

annoyance to building occupants. 

FRA relies upon the FTA noise and vibration impact assessment 

procedures for assessing improvements to conventional passenger rail 

lines and stationary rail facilities and horn noise assessment (FRA 2011). 

Vibration effects expected from the Project were determined using the 

general vibration assessment information and procedures contained in the 

FTA’s guidance manual, Transit Noise and Vibration Impact Assessment 

(2006). FTA vibration reference levels for rail vehicles were used to 

represent the train’s force density level function. Transfer mobility 

functions used to determine the ground attenuation were based on 

vibration reference data. The combination of force density and transfer 

mobility functions provide an estimate of ground vibration as it relates to 

distance from the fixed guideway. 

The vibration reference levels are based on FTA reference levels, which 

use base curves that are representative of the upper range of wellmaintained North America systems. The vibration model uses the method 

and formulas in Chapter 10 of the FTA Transit Noise and Vibration 

Impact Assessment to determine if there are possible vibration effects. The 

model also takes into account the speed of the train and distance from the 

nearest track to the building of interest, and then calculates the predicted 

vibration levels by adjusting the speed and distance of the reference base 

curves. A number of adjustment factors can be added, including type of 

track joint, type of wheels on car, type of track bed, if special track work is 

in place, and if vibration control track treatments are in use. 

All estimates of ground-borne vibration were projected to the foundation 

of each building, and do not include estimates of building coupling loss. 

Building coupling loss is the amount of vibration energy loss between the 

ground vibration and the vibration of the building—generally the heavier 

the building foundation, the greater the coupling loss. Predicted groundborne vibration levels were compared to the criteria to determine potential 

effects. 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 17 

Vibration measurements were taken at locations that could have potential 

effects based on distance from the tracks or special trackwork. 

Measurements were completed using Instantel Minimate Plus vibration 

monitors. 

Construction Noise and Vibration Assessment 

Methodology 

Because the means and methods of construction would not be known until 

a contractor is selected for the Project, analysis of construction noise and 

vibration was based on typical activities and equipment used for 

demolition, excavation, and erection work phases. Both daytime and 

nighttime construction activities were analyzed, since it is possible that 

construction work would occur 24 hours a day. 

The Washington Administrative Code (WAC) has provisions for 

regulating noise on the state level, and imposes limits on the allowable 

environmental noise levels from a variety of sources in any 1-hour period 

(WAC 173-60, Maximum Environmental Noise Levels) that would be 

applicable to construction noise associated with the Project. The maximum 

allowable levels depend on the classification of the property receiving the 

noise and the noise source. The classification system is called the 

Environmental Designation for Noise Abatement (EDNA) and is generally 

based on a property’s use. However, WAC 173-60-050 exempts sounds 

originating from temporary construction sites as a result of construction 

activity except insofar as such provisions relate to the reception of noise 

within Class A EDNAs (which include residential properties, multiple 

family living accommodations, recreational and entertainment facilities 

[e.g., camps, parks, camping facilities, and resorts], and community 

service facilities [e.g., orphanages, homes for the aged, hospitals, health 

and correctional facilities]) between the hours of 10:00 p.m. and 7:00 a.m. 

The City of Tacoma municipal code Title 8.122, Noise Enforcement, 

regulates noise from construction activities within the City of Tacoma 

limits, and prohibits construction and demolition activity, excluding 

emergency work, from being performed between the hours of 9:00 p.m. 

and 7:00 a.m. on weekdays or between the hours of 9:00 p.m. and 9:00 

a.m. on weekends and federal holidays, except than by variance. However, 

the code states that after hours work on weekdays and weekends shall be 

allowed, provided that no sound created by the work exceeds the limits in 

8.122.080(a). 

The City of Lakewood municipal code Title 8.36, Noise Control, regulates 

noise from construction activities within the City of Lakewood limits, and 

prohibits sounds originating from construction sites, including but not 

limited to sounds from construction equipment, power tools and 
September 2012 Point Defiance Bypass Project 

Page 18 Noise and Vibration Discipline Report 

hammering between the hours of 10:00 p.m. and 7:00 a.m. on weekdays 

and 10:00 p.m. and 9:00 a.m. on weekends. 

The City of DuPont municipal code Title 9.09, Sound and Vibration, 

regulates noise and vibration from construction activities within the City 

of DuPont. City of DuPont municipal code Title 9.09.050, Exemptions, 

exempts sounds originating from temporary construction sites as a result 

of construction activity except insofar as such provisions relate to the 

reception of noise within WAC Class A EDNAs (as described above) 

between the hours of 10:00 p.m. and 7:00 a.m. 

The City of DuPont municipal code Title 9.09.050, Prohibited vibrations, 

prohibits the operation or permitting the operation of any device that 

creates vibration which is above the vibration perception threshold of an 

individual at or beyond the property boundary of the source if on private 

property or at 50 feet from the source if on a public space or public rightof-way. For the purposes of this regulation, “vibration perception 

threshold” means the minimum ground- or structure-borne vibration 

motion necessary to cause a person to be aware of the vibration by such 

direct means as, but not limited to, sensation by touch or visual 

observation of moving objects. 

Pierce County Code, Title 8.76, Noise Pollution Control, regulates noise 

from construction activities within the limits of Pierce County. Pierce 

County Code Title 8.76.070, Exemptions, exempts sounds originating 

from temporary construction sites as a result of construction activity 

except insofar as such provisions relate to the reception of noise within 

WAC Class A EDNAs (as described above) between the hours of 10:00 

p.m. and 7:00 a.m. 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 19 

Chapter 3 – Noise and Vibration 

Criteria and Fundamentals 

Understanding Noise 

The basic unit of measurement for noise is the decibel (dB), which is a 

logarithmic measure of sound energy that tracks closely with human 

perception of loudness. To better account for human hearing sensitivity to 

different frequencies contained in sound (or “unwanted sound” called 

noise), noise is quantified in units of decibels on an “A-weighted” scale, 

abbreviated as dBA. The “A” scale incorporates frequency weightings that 

approximates the average human ear’s sensitivity to sounds comprised of 

many different frequencies. The terms “sound” and “noise” are used 

interchangeably in this report. 

The most commonly used noise metric (also called a “noise descriptor”) is 

the Equivalent Noise Level (Leq), which is the energy sum of all the sound 

that occurs during a measurement period. Another descriptor known as 

Average Day-Night Noise Level (Ldn) is often used to evaluate 

environmental noise in areas with noise-sensitive uses that include 

sleeping quarters such as residential areas. The Ldn is a 24-hour Leq with a 

10-dB penalty added to noise occurring from 10 PM to 7 AM. The effect 

of this penalty is that, in the calculation of Ldn, any sound (or noise event) 

during nighttime hours is equivalent to 10 identical events occurring 

during daytime hours. This strongly weights Ldn toward nighttime noise, to 

reflect that most people are more easily annoyed by noise during nighttime 

hours when background sounds may be lower and most people are 

sleeping. 

A rural area with no major roads nearby would have a typical Ldn of 

around 40 dBA; a noisy urban residential area close to a major arterial 

highway would average around 70 dBA Ldn. Most residential areas in the 

study corridor fall within the range of 60-75 dBA Ldn. Exhibit 2 provides 

typical Ldn values experienced in a range of residential and urban areas. 
September 2012 Point Defiance Bypass Project 

Page 20 Noise and Vibration Discipline Report 

Exhibit 2. Typical Ldn Values 

Source: Transit Noise and Vibration Impact Assessment (FTA 2006) 

Understanding Ground-Borne Vibration 

Ground-borne vibration differs from airborne noise in that it consists of 

energy transmitted through the earth rather than the air. Ground-borne 

vibration is not a widespread environmental problem, and is generally 

limited to localized areas very near roadways, rail systems, construction 

sites, and some industrial operations. Automobile, bus, and truck traffic 

rarely create perceptible ground-borne vibration, except where bumps, 

potholes, or other discontinuities in the roadway surface exist. 

When traffic causes phenomena such as rattling windows, the cause is 

more likely to be acoustic (airborne) excitation rather than ground-borne 

vibration. The unusual situations where traffic or other existing sources 

cause intrusive vibration can be an indication of geologic conditions that 

could also result in higher-than-normal levels of train vibration. 

Vibration is an oscillatory (back-and-forth) motion that can be described 

in terms of the displacement, velocity, or acceleration of the oscillations. 

Vibration velocity has been standardized as the metric for evaluating 

environmental vibration effects on humans. Therefore, vibration in this 

context usually is expressed in units of inches per second (ips). However, 

because of the very large velocity range over which typical environmental 

vibration energy can occur (below .001 to above 1.0 ips), a more 

convenient decibel scale has been adopted that allows for compression of 

this large range into a more practical scale. The velocity of vibration is 

expressed in units of decibels relative to one micro-inch per second, and 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 21 

the abbreviation VdB is used for vibration decibels to avoid confusion 

with sound decibels. The vibration level in most urban areas ranges 

typically from about 40-100 VdB. 

Train vibration is almost always characterized in terms of the RMS 

amplitude of the velocity. RMS is a widely used but sometimes confusing 

method of characterizing vibration and other oscillating phenomena. It 

represents the average energy over a short time interval; typically, a onesecond interval is used to evaluate human response to vibration. RMS 

vibration velocity is considered to be the best available measure of 

potential human annoyance from ground-borne vibration because it is 

highly correlated with the human body’s response to vibration. 

Existing background building vibration usually ranges from 40-50 VdB, 

which is well below the range of human perception. Although the 

perceptibility threshold is about 65-70 VdB, human response to vibration 

is usually not substantial unless the RMS vibration velocity level exceeds 

70 VdB (see Exhibit 3). This is a typical level of vibration experienced 50 

feet from railroad tracks. Buses and trucks rarely create vibration that 

exceeds 70 VdB, unless there are large bumps or potholes in the road. 

Exhibit 3. Typical Levels of Ground-borne Vibration 

Source: Transit Noise and Vibration Impact Assessment (FTA 2006) 

Impact Criteria and Applicable Regulations 

State and Local Regulations 

There are no applicable state or local noise or vibration impact criteria for 

operation of the Project. 

This project does not contain any Type I elements as described in the 

WSDOT 2011 Traffic Noise Policy and Procedures. 

RMS Vibration Velocity Level (Vdb)

60 70 80 90 100

Approximate

threshold of human

perception

Perceptible to most

people, but rarely

considered 

unacceptable

Generally acceptable

for residential land

uses

Very noticeable, generally not

intrusive for office or institution

land uses. Only acceptable

for residential land uses if

vibration occurs a limited

number of times per day.

Sufficient to cause

difficulty with tasks such

as reading a VDT screen.

Approximate threshold for damage

to fragile historic buildings.

Sufficient to cause cosmetic

damage to some buildings.

Approximate

threshold for

damage
September 2012 Point Defiance Bypass Project 

Page 22 Noise and Vibration Discipline Report 

The Washington State Administrative Code (WAC) does have provisions 

for regulating noise on the state level, and imposes limits on the allowable 

environmental noise levels from a variety of sources in any 1-hour period 

(WAC 173-60, Maximum Environmental Noise Levels) that would be 

applicable to construction noise associated with the Project. The maximum 

allowable levels depend on the classification of the property receiving the 

noise and the noise source. The classification system is called the 

Environmental Designation for Noise Abatement (EDNA) and is generally 

based on a property’s use. However, WAC 173-60-050 exempts sounds 

originating from temporary construction sites as a result of construction 

activity except insofar as such provisions relate to the reception of noise 

within Class A EDNAs (which include residential properties, multiple 

family living accommodations, recreational and entertainment facilities 

[e.g., camps, parks, camping facilities, and resorts], and community 

service facilities [e.g., orphanages, homes for the aged, hospitals, health 

and correctional facilities]) between the hours of 10:00 p.m. and 7:00 a.m. 

The City of Tacoma municipal code Title 8.122, Noise Enforcement, 

regulates noise from construction activities within the City of Tacoma 

limits, and prohibits construction and demolition activity, excluding 

emergency work, from being performed between the hours of 9:00 p.m. 

and 7:00 a.m. on weekdays or between the hours of 9:00 p.m. and 9:00 

a.m. on weekends and federal holidays, except than by variance. However, 

the code states that after hours work on weekdays and weekends shall be 

allowed, provided that no sound created by the work exceeds the limits in 

8.122.080(a). 

The City of Lakewood municipal code Title 8.36, Noise Control, regulates 

noise from construction activities within the City of Lakewood limits, and 

prohibits sounds originating from construction sites, including but not 

limited to sounds from construction equipment, power tools and 

hammering between the hours of 10:00 p.m. and 7:00 a.m. on weekdays 

and 10:00 p.m. and 9:00 a.m. on weekends. 

The City of DuPont municipal code Title 9.09, Sound and Vibration, 

regulates noise and vibration from construction activities within the City 

of DuPont. City of DuPont municipal code Title 9.09.050, Exemptions, 

exempts sounds originating from temporary construction sites as a result 

of construction activity except insofar as such provisions relate to the 

reception of noise within WAC Class A EDNAs (as described above) 

between the hours of 10:00 p.m. and 7:00 a.m. 

The City of DuPont municipal code Title 9.09.050, Prohibited vibrations, 

prohibits the operation or permitting the operation of any device that 

creates vibration which is above the vibration perception threshold of an 

individual at or beyond the property boundary of the source if on private 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 23 

property or at 50 feet from the source if on a public space or public rightof-way. For the purposes of this regulation, “vibration perception 

threshold” means the minimum ground- or structure-borne vibration 

motion necessary to cause a person to be aware of the vibration by such 

direct means as, but not limited to, sensation by touch or visual 

observation of moving objects. 

Pierce County Code, Title 8.76, Noise Pollution Control, regulates noise 

from construction activities within the limits of Pierce County. Pierce 

County Code Title 8.76.070, Exemptions, exempts sounds originating 

from temporary construction sites as a result of construction activity 

except insofar as such provisions relate to the reception of noise within 

WAC Class A EDNAs (as described above) between the hours of 10:00 

p.m. and 7:00 a.m. 

Federal Noise Impact Criteria 

FRA relies upon the FTA noise and vibration impact assessment 

procedures for assessing improvements to conventional passenger rail 

lines and stationary rail facilities and horn noise assessment (FRA 2011). 

FTA has developed standards and criteria for assessing noise impacts 

related to transit projects. The standards outlined in Transit Noise and 

Vibration Impact Assessment (2006) are based on community reaction to 

noise. 

These standards evaluate changes in existing noise conditions using a 

sliding scale. The higher the level of existing noise, the less room there is 

for a project to contribute additional noise. 

Some land use activities are more sensitive to noise than others; for 

example, parks, churches, and residences are more noise-sensitive than 

industrial and commercial areas. The Noise Impact Criteria group 

sensitive land uses into the following three categories: 

 Category 1: Tracts of land where quiet is an essential element in 

their intended purpose. This category includes lands set aside for 

serenity and quiet, and such land uses as outdoor amphitheaters 

and concert pavilions, as well as national historic landmarks with 

significant outdoor use. Also included are recording studios and 

concert halls. 

 Category 2: Residences and buildings where people normally 

sleep. This includes residences, hospitals, and hotels, where 

nighttime sensitivity is assumed to be of utmost importance. 
September 2012 Point Defiance Bypass Project 

Page 24 Noise and Vibration Discipline Report 

 Category 3: Institutional land uses with primarily daytime and 

evening use. This category includes schools, libraries, theaters, and 

churches where it is important to avoid interference with such 

activates such as speech, meditation and concentration on reading 

material. Place for meditation or study associated with cemeteries, 

monuments, museums, campgrounds and recreational facilities can 

also be considered to be in this category. Certain historical sites 

and parks are also included. 

Ldn is used to characterize noise exposure for residential areas (Category 

2); maximum one-hour Leq (during the period that the facility is in use) is 

used for other noise-sensitive land uses such as school buildings 

(Categories 1 and 3). 

Exhibit 4 shows the levels of impact included in the noise impact criteria. 

Exhibit 4. Noise Impact Criteria for Transit Projects 

Source: Transit Noise and Vibration Impact Assessment (FTA 2006) 

The level of impact also affects potential mitigation and minimization 

requirements for a project. FRA and WSDOT follow this policy for 

determining impacts on transit and inter-city rail projects for which it is 

the local lead agency. 

 Severe Impact: Severe noise impacts are considered “significant” 

as this term is used in NEPA and its implementing regulations. 

Severe noise impacts represent the most compelling need for 

mitigation measures. However before mitigation measures are 

considered, the project sponsor should first evaluate alternative 

locations/alignments to determine whether it is feasible to avoid 

45

50

55

60

65

70

75

80

85

40

45

50

55

60

65

70

75

80

35 40 45 50 55 60 65 70 75 80 85

Commercial Land Use Noise Impact 

Level (Leq)

Residential Land Use Noise Impact Level 

(Ldn)

Existing Noise Level (dBA)

No Impact

Moderate 

Impact

Severe Impact
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 25 

Severe Impacts altogether. If it is not practical to avoid Severe 

Impacts by changing the location or design of the project, 

mitigation measures must be considered. Impacts in this range 

have the greatest adverse impact on the community; thus, there is a 

presumption that mitigation would be incorporated in the project 

unless there are truly extenuating circumstances which prevent it. 

 Moderate Impact: Moderate impacts are associated with changes 

in the cumulative noise level that are noticeable to most people, but 

may not be sufficient to cause strong, adverse reactions from the 

community (FTA 2006). Project noise levels in the Moderate 

Impact range would also require consideration and adoption of 

mitigation measures when it is considered reasonable. While 

impacts in this range are not of the same magnitude as Severe 

Impacts, there can be circumstances regarding the factors outlined 

below which make a compelling argument for mitigation. These 

other factors can include the predicted increase over existing noise 

levels, the type and number of noise-sensitive land uses affected, 

existing outdoor/indoor sound insulation, community views, 

special protection provided by law and the cost-effectiveness of 

mitigating noise to more acceptable levels. 

Exhibit 5 summarizes the noise impact criteria for commuter and intercity 

rail operations. 

The first column of Exhibit 5 shows the existing noise exposure, and the 

remaining columns show the level of impact (Moderate Impact or Severe 

Impact) for future noise exposure. There would be No Impact if noise 

levels are below the Moderate Impact noise levels. The future noise 

exposure is the combination of the existing noise exposure and the 

additional noise exposure caused by the rail project. As the existing noise 

exposure increases, the amount of the allowable increase in the overall 

noise exposure caused by the project decreases. 

For example, Exhibit 6 and Exhibit 7 show the impact levels for future 

noise exposure. Exhibit 6 shows the impact level if the existing noise 

exposure is 53 dBA. As shown, for residential land use (Category 1 or 2), 

a Moderate Impact would occur at 55 dBA and a Severe Impact would 

occur at 60 dBA. For commercial land use (Category 3), a Moderate 

Impact would occur at 60 dBA and a Severe Impact would occur at 

65 dBA. 

 
September 2012 Point Defiance Bypass Project 

Page 26 Noise and Vibration Discipline Report 

Exhibit 5. Noise Impact Criteria 

Existing Noise 

Exposure Leq or 

Ldn

1

Project Noise Exposure Impact Thresholds: Ldn or Leq

1 

(all noise levels in dBA) 

Category 1 or 2 Sites Category 3 Sites 

Moderate Effect Severe Effect Moderate Effect Severe Effect 

<43 Amb.+10 Amb.+15 Amb.+15 Amb.+20 

43-44 52 58 57 63 

45 52 58 57 63 

46-47 53 59 58 64 

48 53 59 58 64 

49-50 54 59 59 64 

51 54 60 59 65 

52-53 55 60 60 65 

54 55 61 50 66 

55 56 61 61 66 

56 56 62 61 67 

57-58 57 62 62 67 

59-60 58 63 63 68 

61-62 59 64 64 69 

63 60 65 65 70

64 61 65 66 70 

65 61 66 66 71 

66 62 67 67 72 

67 63 67 68 72 

68 63 68 68 73

69 64 69 70 74 

70 65 69 70 74 

71 66 70 71 75 

72-73 66 71 71 76 

74 66 72 71 77 

75 66 73 71 78 

76-77 66 74 71 79 

>77 66 75 71 80 

Source: Transit Noise and Vibration Impact Assessment (FTA 2006) 1

 Ldn is used for land uses where nighttime sensitivity is a factor; Daytime Leq is used for land 

uses involving only daytime activities. 

Category Definitions: 

Category 1: Buildings or parks where quiet is an essential element of their purpose. 

Category 2: Residences and buildings where people normally sleep. This includes residences, 

hospitals, and hotels where nighttime sensitivity is assumed to be of utmost importance. 

Category 3: Institutional land uses with primarily daytime and evening use. This category includes 

schools, libraries, and churches. 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 27 

Exhibit 6. Example Effect Levels with an Existing Noise Exposure Level of 53 dBA 

Exhibit 7 shows the effect level if the existing noise exposure is 63 dBA. 

As shown, for residential land use (Category 1 or 2), a Moderate Effect 

would occur at 60 dBA and a Severe Effect would occur at 65 dBA. For 

commercial land use (Category 3), a Moderate Effect would occur at 65 

dBA and a Severe Effect would occur at 70 dBA. 

Exhibit 7. Example Effect Levels with an Existing Noise Exposure Level of 63 dBA 

Federal Vibration Impact Criteria 

FRA relies upon the FTA noise and vibration impact assessment 

procedures for assessing improvements to conventional passenger rail 

lines and stationary rail facilities (FRA 2011). 
September 2012 Point Defiance Bypass Project 

Page 28 Noise and Vibration Discipline Report 

FTA has developed impact criteria for acceptable levels of ground-borne 

noise and vibration (FTA 2006). Ground-borne vibration from rail 

vehicles is characterized in terms of the RMS vibration velocity 

amplitude, which is a good indicator for the potential for human 

disturbance. A one-second RMS time constant is assumed. This is in 

contrast to vibration from blasting and other construction procedures that 

could cause building damage. When assessing the potential for building 

damage, ground-borne vibration is usually expressed in terms of the peak 

particle velocity. 

The threshold of vibration perception for most humans is around 

65-70 VdB; levels from 70-75 VdB are often noticeable but acceptable; 

and levels greater than 80 VdB are usually considered unacceptable. 

For human annoyance, there is a relationship between the number of 

events and the degree of annoyance caused by the vibration. It is intuitive 

to expect that more frequent or longer duration vibration events would be 

more annoying to building occupants. To account for the fact that most 

commuter rail systems having fewer daily operations than the typical 

urban transit line, the criteria in Transit Noise and Vibration Assessment

(FTA 2006) include an 8-VdB higher threshold if there are fewer than 30 

events of the same source type per day, regardless of the number of cars 

per train. Thus, for rail systems with fewer than 30 trains per day, the limit 

for an acceptable level of residential ground-borne vibration is 80 VdB. 

Ground-borne vibration from any type of train operation would rarely be 

high enough to cause any sort of building damage, even minor cosmetic 

damage. The only real concern is that the vibration would be intrusive to 

building occupants or interfere with vibration-sensitive equipment. 

The vibration of floors and walls may cause a rumble noise within a 

building. This rumble is the noise radiated from the motion of the room 

surfaces. In essence, the room surfaces act like a giant loudspeaker. This is 

called ground-borne noise. Ground-borne noise could result in an affect 

for underground rail operations. For an urban rail system with 10-20 rail 

movements per hour throughout the day, the acceptable levels of 

residential ground-borne noise is 35-38 dBA, with levels above 48 dBA 

often considered unacceptable. It is not considered for at-grade or aboveground rail operations because the level of airborne noise from the passing 

train that is transmitted through the windows or walls of a building would 

exceed the ground- borne noise level occurring inside the building. 

Existing and proposed rail operations are not underground operations, thus 

it would not be discussed further. 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 29 

Exhibit 8 summarizes the impact criteria for ground-borne vibration. 

These criteria are based on previous standards, criteria, and design goals, 

including the ANSI S3.29 (Acoustical Society of America, 1983) and the 

noise and vibration guidelines of the American Public Transit Association 

(APTA 1981). Some buildings such as concert halls, television and 

recording studios, and theaters can be very sensitive to vibration but do 

not fit into any of the three categories. Because of the sensitivity of these 

buildings, they usually warrant special attention during the environmental 

review of a transit project. 

Exhibit 8. Ground-borne Vibration Impact Criteria 

Land Use Category 

Ground-Borne Vibration Impact Levels 

(VdB re: 1 micro-inch/sec) 

Frequent Events1 Occasional Events2 Infrequent Events3

Category 1: Buildings where low existing 

vibration is essential for interior operations 65 VdB4

 65 VdB4 65 VdB4

Category 2: Residences and buildings where 

people normally sleep 72 VdB 75 VdB 80 VdB 

Category 3: Institutional land uses with 

primarily daytime use 75 VdB 78 VdB 83 VdB 

Source: Transit Noise and Vibration Impact Assessment (FTA 2006) 

Notes: 

1

 “Frequent Events” is defined as more than 70 vibration events of the same source per day. Most 

rapid transit projects fall into this category. 2

 “Occasional Events” is defined as between 30 and 70 vibration events of the same sources per 

day. Most commuter trunk lines have this many operations. 3 “Infrequent Events” is defined as fewer than 30 vibration events of the same kind per day. This 

category includes most commuter rail branch lines. 4

 This criterion is based on levels that are acceptable for most moderately sensitive equipment, 

such as optical microscopes. Vibration-sensitive manufacturing or research uses would require 

detailed evaluation to define acceptable vibration levels. Ensuring lower vibration levels in a 

building often requires special design of the HVAC system and stiffened floors. 

Amtrak would use the new track adjacent to the existing main line from 

South 66th Street (Rail MP 6.9) in Tacoma to between Bridgeport Way 

Southwest (Rail MP 10.4) and Clover Creek Drive Southwest (Rail MP 

10.9) in Lakewood. Sounder and through freight trains would 

predominantly use the existing main track. Therefore the Project would 

have infrequent events as there would be less than 30 vibration events 

from the same source per day in the Project area. The vibration criteria 

would be 80 VdB throughout the Project area. Chapter 1 details the 

existing and future daily rail operations. 

Between the northern project terminus at the TR junction in Tacoma and 

the Lakewood Station in Lakewood, existing vibration from Sound Transit 

Sounder service was also factored into the vibration impact analysis. This 

segment of the corridor would experience more than twelve train passby 

events per day as a result of Sounder service, but the addition of the 

Amtrak Cascades and Amtrak Starlight service would not result in a 

significant increase in the number of vibrations events (defined by the 
September 2012 Point Defiance Bypass Project 

Page 30 Noise and Vibration Discipline Report 

FTA as a doubling in the number of daily vibration events). Therefore, 

additional vibration impacts would occur where the project-generated 

vibration results in a 3 VdB or more increase over existing vibration in 

this segment of the alignment. 

Exhibit 9 provides criteria for acceptable levels of ground-borne vibration 

for various types of special buildings. 

Exhibit 9. Ground-borne Vibration Impact Criteria for Special Buildings 

Type of Building or Room 

Ground-borne Vibration Impact Levels 

(VdB re: 1 micro-inch/sec) 

Frequent Events1 Infrequent Events2

Concert Halls 65 VdB 65 VdB 

Television Studios 65 VdB 65 VdB 

Recording Studios 65 VdB 65 VdB 

Auditoriums 72 VdB 80 VdB 

Theaters 72 VdB 80 VdB 

Source: Transit Noise and Vibration Impact Assessment, (FTA 2006)

Notes: 

1

 “Frequent Events” is defined as more than 70 vibration events per day 

2

 “Infrequent Events” is defined as fewer than 30 vibration events per day. This category includes 

most commuter rail systems.
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 31 

Chapter 4 – Affected Environment 

Understanding the existing baseline noise levels along the Project’s study 

corridor is necessary to predicting the future noise effects of the Project. 

This was accomplished by performing measurements at representative 

locations along the project corridor. The vibration impact criteria were 

used to identify locations where potential effects could occur based on 

existing land use. Locations that exceed the vibration impact criteria were 

surveyed for existing vibration levels. This chapter provides details on the 

noise and vibration survey used to establish baseline conditions. 

Current track operations are two freight trains a day: one northbound 

during daytime hours and one southbound during nighttime hours between 

TR Junction to East “D” Street and between South “M” Street and the 

BNSF connection. There are no current freight operations between East 

“D” Street and South “M” Street. The speed of the trains is limited to 

10 mph because of the condition of the jointed tracks. The jointed tracks 

also increase the noise levels of the existing trains. 

Noise Monitoring 

Noise measurements were performed at 23 noise-sensitive locations along 

the study corridor for the Project (Exhibit 10). These locations were 

evaluated and deemed to be representative of noise-sensitive land uses 

along the corridor. There were 19 long-term (24-hour) and 4 short-term 

(15-minute) noise measurements conducted at the locations shown on 

Exhibit 12. Long-term measurements were conducted at sites that include 

noise-sensitive nighttime use, such as residences where people sleep. 

Short-term measurements were conducted at sites where typical use is 

during daytime hours such as parks or schools. The following sections 

provide descriptions of noise-sensitive land uses from north to south along 

the project corridor. 
September 2012 Point Defiance Bypass Project 

Page 32 Noise and Vibration Discipline Report 

Exhibit 10. Noise Monitoring Locations 

Site # Location 

Land Use 

Activity 

Category1 Start Date 

Start 

Time Duration 

Measured 

Noise 

Levels2

(dBA)* 

1 1211 East 26th Street 2 August 16, 2011 11:03 AM 24 Hours 67 

2 10312 Rainier Avenue 

Southwest 2 July 19, 2011 12:42 PM 24 Hours 58 

3 11215 Kline Street Southwest 2 July 19, 2011 1:25 PM 24 Hours 66 

4 8702 Durango Street 

Southwest 2 August 4, 2011 11:26 AM 24 Hours 55 

5 10106 Lakeview Avenue 

Southwest 2 August 16, 2011 3:26 PM 24 Hours 63 

6 4210 Halcyon Rd Southwest 2 August 4, 2011 12:17 PM 24 Hours 63 

7 Adjacent to 12827 Glennwood 

Avenue Southwest 2 August 4, 2011 2:26 PM 24 Hours 67 

8 12624 Glennwood Avenue 

Southwest 2 August 4, 2011 2:40 PM 24 Hours 61 

9 6402 127th Street Southwest 2 August 4, 2011 3:01 PM 24 Hours 69 

10 Adjacent to 6820 South Puget 

Sound Avenue 2 August 16, 2011 11:55 AM 24 Hours 54 

11 14505 Union Avenue 

Southwest 2 August 15, 2011 10:56 AM 24 Hours 75 

12 8207 Lake Street Southwest 2 August 15, 2011 3:36 PM 24 Hours 66 

13 14515 Washington Avenue 

Southwest 2 August 15, 2011 11:22 AM 24 Hours 60 

14 125 Country Club Circle 

Southwest 2 August 15, 2011 11:50 AM 24 Hours 61 

15 100 Wilmington Drive 2 August 15, 2011 12:16 PM 24 Hours 72 

16 11920 Seminole Rd Southwest 3 August 16, 2011 1:04 PM 24 Hours 65 

17 146th Street Southwest and 

Murray Rd Southwest 2 August 16, 2011 3:52 PM 24 Hours 67 

18 1400 Wilmington Drive 2 August 16, 2011 4:58 PM 24 Hours 66 

19 Brandywine Avenue and Santa 

Cruz Street 2 August 16, 2011 5:19 PM 24 Hours 68 

MW1 4100 Steilacoom Blvd 3 August 17, 2011 2:50 PM 15 Minutes 49 

SG1 10202 Earley Avenue 

Southwest 3 August 17, 2011 3:45 PM 15 Minutes 49 

CM1 Arsenal/Museum at Camp 

Murray 3 August 15, 2011 1:36 PM 15 Minutes 69 

CM2 O’Brien Hall at Camp Murray 3 August 15, 2011 2:01 PM 15 Minutes 69 

Notes: 

1

Land Use Category used as described in Exhibit 5. Noise Impact Criteria 2

15-minute noise levels are expressed as Leq and 24 hour noise levels are expressed as Ldn. The Ldn

is a 24-hour Leq with a 10-dB penalty added to noise occurring from 10 PM to 7 AM to reflect that 

most people are more easily annoyed by noise during nighttime hours when background sounds 

may be lower and most people are sleeping. Ldn is used for land uses where nighttime sensitivity is 

a factor; daytime Leq is used for land uses involving only daytime activities. 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 33 

Vibration Monitoring 

Vibration levels were monitored for 24-hour periods at two sites located 

closest to the Project alignment (Exhibit 11 and Exhibit 12). The first 

measurement was conducted at the Arsenal/Museum building at Camp 

Murray. The second measurement was conducted at a residence located 

just west of the Project alignment along Kline Street Southwest. 

Exhibit 11. Vibration Monitoring Locations 

Site # Address 

Land Use 

Category1 Start Date 

Start 

Time Duration 

Existing 

VdB 

3 11215 Kline Street 

Southwest 2 September 26, 2011 12:18 PM 24 Hours 67 

CM2 Arsenal/Museum at 

Camp Murray 3 October 5, 2011 9:43 AM 24 Hours 65 

Note: 

1

Land Use Category as described in Exhibit 8 

Northern Terminus at TR Junction to South Tacoma Way 

Land uses between the northern Project terminus and South Tacoma Way 

are predominantly commercial and light industrial properties located on 

East 25th, East 26th, and East 27th Streets. Noise-sensitive land uses include 

residences near East “L” Street and hotels located along East Portland 

Street and East “E” Street. Residences are also located at higher elevations 

on South Delin Street and South 27th Street. Saint Paul Church and Fire 

Station #2 are located on South Tacoma Avenue above the alignment, and 

the Tacoma Rescue Mission is located at near the same elevation as the 

alignment on South Tacoma Way. Long-term measurement Site 1 

describes the existing noise environment in this area. Maximum-hour Leqs 

of 59-63 dBA and an Ldn value of 67 dBA were measured. Existing freight 

train traffic on a line located between East 25th Street and East 26th Street 

and multiple lines located further north contribute to noise in the area. 

Local street traffic and nearby traffic on I-5 and I-705 add to area noise 

levels. 

 
September 2012 Point Defiance Bypass Project 

Page 34 Noise and Vibration Discipline Report 

 Exhibit 12. Monitoring Locations
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 35 

South 56th Street to South 74th Street 

Land uses on South Tacoma Way, South Adams Street, South Hood 

Street, and South Washington Street are predominantly commercial. 

Noise-sensitive land uses include athletic fields and Mt. Tacoma High 

School to the west and single-family residences to the east. Long-term 

measurement Site 10 describes the existing noise environment in this area. 

Maximum-hour Leqs of 44-57 dBA and an Ldn value of 54 dBA were 

measured. Local traffic on Tacoma Way South and existing freight train 

traffic contribute to area noise levels. 

South 74th Street to Steilacoom Boulevard Southwest 

Land uses on South Tacoma Way and Durango Way Southwest are 

predominantly commercial and light industrial. Noise-sensitive land uses 

include Mountainview Memorial Park located west of the alignment and 

limited single-family residences at 87th Street Southwest and Durango 

Street Southwest to the east of the alignment. Long-term measurement 

Site 4 and short-term measurement Site MV1 describe the existing noise 

environment in this area. Maximum-hour Leqs of 43-58 dBA and an Ldn 

value of 55 dBA were measured. Local traffic on Tacoma Way South and 

Durango Street Southwest and existing freight train traffic contribute to 

noise levels in the area. 

100th Street Southwest to 108th Street Southwest 

Noise-sensitive land uses in this area are predominantly single-family 

residences and Southgate Elementary School located to the east of the 

alignment along Rainier Avenue Southwest. Residences are also located to 

the west on Lakeview Avenue Southwest, beyond commercial businesses 

located adjacent to the Project alignment. Long-term measurement Sites 2 

and 5 and short-term measurement Site SG1 describe the existing noise 

environment in this area. Maximum-hour Leqs of 45-59 dBA and Ldn 

values of 58 and 60 dBA were measured. Local traffic on Lakeview 

Avenue Southwest and existing freight train traffic contribute to noise 

levels in the area. This area receives periodic noise from JBLM. 

108th Street Southwest to Bridgeport Way Southwest 

Land uses in this area include single-family residences along Lakeview 

Avenue Southwest, Kline Street Southwest, and Kendrick Street 

Southwest, as well as a daycare and St. Clare Hospital. Multi-family 

residences and hotels are located on Halycon Road Southwest. Long-term 

measurement Sites 3 and 6 describe the existing noise environment in this 

area. Maximum-hour Leqs of 49-70 dBA and Ldn values of 63 and 66 dBA 

were measured. Traffic on I-5, local traffic on Lakeview Avenue 

Southwest and existing freight train traffic contribute to noise levels in the 
September 2012 Point Defiance Bypass Project 

Page 36 Noise and Vibration Discipline Report 

area. This area receives periodic aircraft noise from JBLM. Site 6M was 

add to this area to predicted noise effects to the residences located between 

Sites 3 and 6, which are not near the grade crossing. 

Bridgeport Way Southwest to Gravelly Lake Drive Southwest 

Land use in this area is predominantly single-family residences located 

along side streets throughout the area. Tyee Park Elementary School is 

located at 120th Street Southwest and Cochise Lane Southwest. Outdoor 

play areas at the school are within 100 feet of the Project’s study corridor. 

Long-term measurement Sites 7, 8, 9, and 16, and short-term measurement 

Site 16M describe the existing noise environment in this area. Maximumhour Leqs of 48-67 dBA and Ldn values of 61-69 dBA were measured. 

Traffic on I-5, local traffic on side streets and Pacific Highway Southwest, 

and existing freight train traffic contribute to area noise levels. This area 

receives periodic aircraft noise from JBLM. 

North Thorne Lane Southwest to Berkeley Street Southwest 

Land use in this area north and west of the Project is predominantly 

single-family residences and commercial businesses located east and west 

of Union Avenue Southwest. Long-term measurement Sites 11, 12, 13, 

and 14 describe the existing noise environment in this area. Maximumhour Leqs of 46-71 dBA and Ldn values of 60-74 dBA were measured. 

Traffic on I-5, local traffic on side streets and Union Avenue Southwest, 

and existing freight train traffic contribute to area noise levels. This area 

receives periodic aircraft noise from JBLM. 

Joint Base Lewis McChord 

Land uses in JBLM include areas of residences, open recreational spaces, 

and schools all located southeast of the Project alignment across I-5. 

Long-term measurement Site 17 and short-term measurement Sites CM1 

and CM2 describe the existing noise environment in this area. Site access 

was provided at Camp Murray for short-term measurement sites CM1 and 

CM2. Maximum-hour Leqs of 56-63 dBA and an Ldn value of 67 dBA were 

measured. Traffic on I-5, local traffic on side streets, and existing freight 

train traffic contribute to area noise levels. This area receives periodic 

aircraft noise from military activities at JBLM. 

Vibration monitoring was conducted at the Camp Murray Arsenal/ 

Museum building to describe the existing vibration levels at this structure 

located nearest the Project alignment. The Arsenal/Museum building 

includes an alarm system that detects vibration near sensitive equipment 

storage. Vibration levels recorded at the Arsenal/Museum building were 

below ground-borne vibration impact criteria. 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 37 

DuPont-Steilacoom Road to Center Drive 

Land use in this area is predominantly commercial and residential. An 

apartment complex is located at Barksdale Avenue and Wilmington Drive 

with single-family residences located further from the alignment. A hotel 

is located at Wilmington Drive and Palisade Boulevard with single-family 

residences and construction of a new hotel along Station Loop road and 

multi-family residences further from the alignment along McNeil Street. 

Long-term measurement Sites 15, 18, and 19 describe the existing noise 

environment in this area. Maximum-hour Leqs of 55-68 dBA and Ldn 

values of 66-71 dBA were measured. Traffic on I-5, local traffic on side 

streets and Wilmington Drive, and existing freight train traffic contribute 

to area noise levels. This area receives periodic aircraft noise from JBLM. 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 39 

Chapter 5 – Potential Project Effects 

Noise Effects 

No Build Alternative 

There would be no change in train noise resulting from the No Build 

Alternative, since there would be no improved track and no increased 

speed for freight trains; therefore, there would be no effects under the No 

Build Alternative. Train service would continue to use the existing Point 

Defiance tracks, and train noise would continue along those tracks. For a 

list of projects included in the No Build Alternative, please see Chapter 1 

question, “What would happen if the Project is not built?” 

Build Alternative 

Under the Build Alternative, 14 new daytime-only passenger trains would 

run between South Tacoma and Nisqually at a maximum speed of 79 mph. 

Exhibit 13 provides general information about daily freight and passenger4

rail operations within the Project area under the No Build and Build 

alternatives. Exhibit 13 was used to calculate noise exposure levels in the 

Project study area. Passenger train speeds were modeled at 25 mph at Site 

1, and 35 mph for Sites 1M, Tacoma Rescue Mission, St. Paul’s Church, 

and Fire House #2. For all other sites, the passenger train speeds were 79 

mph, based on Exhibit 14. 

 

 

4

 The most current information available from Sound Transit at the time this report was prepared.
September 2012 Point Defiance Bypass Project 

Page 40 Noise and Vibration Discipline Report 

Exhibit 13. Existing and Future Daily Rail Operations along the Point Defiance 

Bypass Route 

No Build Alternative Build Alternative 

 

Daily Trains Number of Daily Trains Number of Daily Trains 

Freight 2 2 

Sound Transit Sounder 26 26 

Cascades 0 12 

Starlight 0 2 

Total number of daily trains 28 42 

Exhibit 14. Existing and Future Maximum Train Speeds5 Along the Point Defiance 

Bypass Route 

TR Junction to East “D” 

Street (Tacoma) 

East “D” Street to South 

“M” Street (Tacoma)6

South “M” Street to 

Lakewood Station 

Lakewood Station to 

BNSF Connection 

Daily Trains Current Future Current Future Current Future Current Future 

Freight 10 10 -- -- 20 60 10 60 

Sound Transit Sounder 30 30 30 30 30 30 -- -- 

Amtrak Cascades -- 30 -- 30 -- 79 -- 79 

Amtrak Coast Starlight -- 30 -- 30 -- 79 -- 79 

Train service would continue to use the existing Point Defiance tracks, and 

train noise would continue along those tracks; however, the noise would 

be reduced with removal of the Amtrak passenger rail service from those 

tracks. 

The Build Alternative noise levels also account for improvements made to 

the track and grade crossing discussed in Chapter 1 and shown in Exhibit 

1; these include installing wayside horns at Clover Creek 

Drive Southwest, North Thorne Lane Southwest, Berkeley Street 

Southwest and Barksdale Avenue. Error! Reference source not found.

shows the expected Project noise levels and noise effect from the Amtrak 

passenger train operations. 

 

5

 In miles per hour (mph).

6

 There will be no freight trains between E. “C” Street and S. Chandler Street.
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 41 

Exhibit 15. Noise Levels from Amtrak Train Operations 

Site # 

Existing 

Ldn 

FTA Thresholds 

for Moderate/ 

Severe Effect 

Project Noise 

Exposure (Ldn) 

Project Noise 

Effect 

South Tacoma to Lakewood 

1 67 63/67 51 None 

1M 65 61/66 50 None 

Tacoma Rescue 

Mission 67 63/67 53 None 

Church 67 63/67 43 None 

Fire Station 67 63/67 44 None 

2 58 57/62 51 None 

3 66 62/67 61 None 

4 55 56/61 53 None 

5 63 60/65 57 None 

6 63 60/65 59 None 

6M 65 62/67 62 Moderate 

10 54 55/61 39 None 

Lakewood to Nisqually 

7 67 63/67 55 None 

8 61 69/64 42 None 

9 69 64/69 38 None 

11 75 66/73 58 None 

12 66 62/67 40 None 

13 60 58/63 45 None 

14 61 59/64 55 None 

15 72 66/71 55 None 

16N 70 65/69 67 Moderate 

16 65 61/66 57 None 

16S 67 63/67 60 None 

17M 67 63/67 47 None 

17 67 63/67 41 None 

18 66 62/67 46 None 

19 68 62/67 58 None 

*The Total Build Ldn is calculated by adding the Noise Exposure (Ldn) generated by the Project to 

the No Build Total Ldn. 

Moderate noise effects are predicted at two sites for the Project: Site 6M 

and Site 16N, representing six residences for each site (Exhibit 16). See 

Attachment A of this report for the spreadsheet calculations for each site. 
September 2012 Point Defiance Bypass Project 

Page 42 Noise and Vibration Discipline Report 

Exhibit 16. Build Alternative Noise Effects 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 43 

The Project noise exposure would be generated by several different 

sources: passing trains, special trackwork, and warning equipment, either 

wayside or on-train. Exhibit 17 lists the contribution of train and warning 

device sources to the total Project sound exposure for each location. 

Exhibit 17. Contribution of Project Noise Sources to Total Project Noise Exposure 

Site # 

Pass-by Noise 

Exposure (Ldn) 

Warning Device 

Noise Exposure (Ldn) 

Total Project Noise 

Exposure (Ldn) 

1 52 0 52 

1M 51 0 51 

Tacoma Rescue Mission 52 0 52 

Church 42 0 42 

Fire Station 44 0 44 

2 50 0 50 

3 60 0 60 

4 41 52 52 

5 48 56 56 

6 53 58 59 

6M 53 61 62 

10 38 0 38 

7 54 0 54 

8 41 0 41 

9 38 0 38 

11 57 45 58 

12 40 0 40 

13 45 0 45 

14 55 0 55 

15 54 48 55 

16N 56 67 67 

16 57 0 57 

16S 52 59 60 

17M 47 0 47 

17 41 0 41 

18 46 0 46 

19 47 58 58 

Sites 2, 5, 6, 6M, 16N, 16, and 16S are located near crossover tracks. The 

Project design has committed to using spring frogs in these areas. The 

spring frogs would cover the gap between the rails, so the noise associated 

with the crossover tracks would be reduced. 

Wheel squeal is another potential noise source. Wheel squeal is caused 

when the wheels slip or stick to the rails as vehicles negotiate tight radius 
September 2012 Point Defiance Bypass Project 

Page 44 Noise and Vibration Discipline Report 

curves. The curve between 108th Street Southwest and Bridgeport Way 

Southwest is the only location in the Project area where there is a potential 

for wheel squeal. 

Pass-by noise measurements were taken adjacent to the curved track west 

of East Valley Highway north of Puyallup Street, which is similar to the 

curve that would be located between 108th Street Southwest and 

Bridgeport Way Southwest. The measured noise levels corresponded to a 

reference SEL of 93.4 dBA. No wheel squeal was measured or observed 

during the measurement. The measurement results validated the use of the 

FTA reference SEL noise levels of 93 dBA to model noise levels between 

108th Street Southwest and Bridgeport Way Southwest and indicate that 

wheel squeal would not be likely in this location. 

Horn Noise 

Contour lines were created to show the areas potentially affected by 

warning-system noise from a wayside horn and of a train horn. Exhibit 18 

shows the 55, 60, 65, and 70 dBA Ldn noise levels for each type of horn at 

the Bridgeport Way Southwest intersection. Reductions in noise levels 

from buildings or terrain are not reflected in the exhibit. Exhibit 18 is a 

graphical representation of the typical condition, but not of sufficient 

detail to predict noise effects from the Project. 

Wayside horns would be located at the intersection, and the noise effect 

area would be limited to the vicinity of the intersection. The noise levels 

of the wayside horn cannot be reduced below the 92 dBA Lmax level at 

100 feet as set by the FRA rule, since the wayside horns are safety 

features. Noise modeling indicates the following: 

 80 dBA Ldn noise levels would be experienced at up to 28 feet 

from the intersection for less than a distance of 300 feet along the 

tracks. 

 70 dBA Ldn noise levels would be experienced at up to 70 feet 

from the intersection over a distance of 300 feet along the tracks. 

 60 dBA Ldn noise levels would be experienced at up to 190 feet 

from the intersection over a distance of 500 feet along the tracks. 

Train horns would generate noise along the tracks for several thousand 

feet as the trains approach the intersection. Noise modeling indicates the 

following: 

 80 dBA Ldn noise levels would be experienced at up to 20 feet 

from the tracks over a distance of between 2,500 and 3,000 feet 

along the tracks. 

 70 dBA Ldn noise levels are experienced at up to 90 feet from the 

tracks over a distance of 3,000 feet along the tracks. 

 60 dBA Ldn noise levels are experienced at up to 400 feet from the 

tracks over a distance of 3,700 feet along the tracks. 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 45 

Exhibit 18. Wayside Horns and Train Mounted Ldn Noise Contours 
September 2012 Point Defiance Bypass Project 

Page 46 Noise and Vibration Discipline Report 

Vibration Effects 

No Build Alternative 

There would be no change in vibration levels resulting from the No Build 

Alternative, as there would be no track changes resulting from the Project 

and no increased speed for freight trains. Therefore, there would be no 

vibration effects under the No Build Alternative. For a list of projects 

included in the No Build Alternative, please see Chapter 1 question, 

“What would happen if the Project is not built?” 

Build Alternative 

Vibration levels are based on a single train passing by and are not 

cumulative; thus, the predicted vibration levels address the Project only. 

Buildings along the alignment were surveyed to identify any vibrationsensitive buildings. The only vibration-sensitive land uses along the 

project corridor (Exhibit 8) were Category 2 (residential) buildings. 

Vibration effects above the FTA vibration impact criteria of 80 VdB are 

predicted at Sites 3 and 11 from the train pass-bys. Site 3 represents 

approximately five residences, and Site 11 represents approximately 11 

residences located 25-50 feet from the nearest track. Additional impacts 

resulting from a 3 VdB or more increase over the existing vibration levels 

in the corridor shared with Sound Transit Sounder service (Lakewood 

Station to TR Junction) were predicted at Sites 2, 4, 5 and 10. Exhibit 19 

shows the predicted vibration levels and predicted areas with vibration 

effects. 

There are two areas where crossover tracks have been proposed near 

vibration-sensitive receivers: between 100th Street Southwest and 

108th Street Southwest and between Bridgeport Way Southwest and 

Clover Creek Drive Southwest. The effect of the wheel across the gap in 

the rail can increase the vibration level by up to 10 VdB at crossover 

tracks, depending the distance to the crossover to the receptor. The Project 

design has committed to using spring frogs in these areas. The spring frogs 

would cover the gap between the rails, so vibration effects in areas with 

crossover tracks would be reduced. 

Vibration levels were measured at Sites 3 and 11 (Exhibit 20 and 

Exhibit 21). Vibration levels were between 75-80 VdB within 25-50 feet 

of the track when existing freight trains use the track. Because the Project 

would add 14 new events in the area, over the existing two freight trains, 

Sites 3 and 11 would have vibration effects. See Attachment B of this 

report for the spreadsheet calculations for each site. 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 47 

Exhibit 19. Build Alternative Vibration Levels from Amtrak Passenger Train 

Operations 

Site # 

Ground-Borne 

Vibration 

Effect Criteria 

(VdB) 

Project Vibration 

Level (VdB) 

Increase over 

Existing in 

Shared 

Sounder 

Corridor (VdB) 

Project 

Vibration Effect 

South Tacoma to Lakewood 

1 80 65 -8 None 

1M 80 66 -4 None 

Tacoma Rescue 

Mission 80 70 -4 None 

Church 80 59 -2 None 

Fire Station 80 59 -3 None 

2 80 72 4 Effect 

3 80 85 2 Effect 

4 80 66 5 Effect 

5 80 70 6 Effect 

6 80 75 2 None 

6M 80 75 2 None 

10 80 66 5 Effect 

Lakewood to Nisqually 

7 80 78 - None 

8 80 66 - None 

9 80 66 - None 

11 80 82 - Effect 

12 80 70 - None 

13 80 66 - None 

14 80 66 - None 

15 80 77 - None 

16N 80 79 - None 

16 80 78 - None 

16S 80 75 - None 

17M 80 66 - None 

17 80 66 - None 

18 80 70 - None 

19 80 70 - None 
September 2012 Point Defiance Bypass Project 

Page 48 Noise and Vibration Discipline Report 

Exhibit 20. Vibration Effect, Site 3 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 49 

Exhibit 21. Vibration Effect, Site 11 
September 2012 Point Defiance Bypass Project 

Page 50 Noise and Vibration Discipline Report 

Construction Effects 

Noise 

Noise during the construction period could be bothersome to nearby 

residences. Construction workers would also be subject to construction 

noise while working on the site. Construction would take approximately 

two years to complete. Construction would be carried out in several 

discrete steps along one or more construction areas (i.e. construction 

would not take place along the entire alignment at one time), each with its 

own mix of equipment and, consequently, its own noise characteristics. 

Railroad and roadway construction would involve clearing, removing old 

track and roadways, cut-and-fill activities, placing ballast, and installing 

new track or retrofitting existing track and paving. For the Project, the 

highest construction noise levels would likely be associated with any pile 

driving typically associated with wall and bridge structure construction. 

Construction noise is temporary and would vary widely both spatially and 

time-wise over the course of the Project’s construction. 

The most prevalent noise source at Project construction sites would be 

internal combustion engines. Earth-moving equipment, material-handling 

equipment, and stationary equipment are all engine-powered. Mobile 

equipment operates in a cyclical fashion, but stationary equipment (e.g., 

generators and compressors) operates at sound levels that are fairly 

constant over time. Because trucks would be present during most phases 

and would not be confined to the Project site, noise from trucks could 

affect more receptors. Other noise sources would include impact 

equipment and tools such as pile drivers, if pile foundations are needed. 

Impact tools could be pneumatically powered, hydraulic, or electric. 

Construction noise would be intermittent, occurring seasonally during 

construction at various locations in the Project area. Construction noise 

levels would depend on the type, amount, and location of construction 

activities. The type of construction methods would establish the maximum 

noise levels of construction equipment used. The amount of construction 

activity would quantify how often construction noise would occur 

throughout the day. The location of construction equipment relative to 

adjacent properties would determine any effects of distance in reducing 

construction noise levels. The maximum noise levels of construction 

equipment under the Build Alternative would be similar to the typical 

maximum construction equipment noise levels presented in Exhibit 22. 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 51 

Exhibit 22. Construction Noise Levels 

As shown in Exhibit 22, maximum noise levels (Lmax) from construction 

equipment would range from 69-106 dBA at 50 feet. Construction noise at 

residences farther away would decrease at a rate of 6-8 dBA per doubling 

of distance from the source. The number of occurrences of the Lmax noise 

peaks would increase during construction, particularly during pile-driving 

activities. Because various pieces of equipment would be turned off, 

idling, or operating at less than full power at any given time and because 

construction machinery is typically used to complete short-term tasks at 

any given location, average Leq daytime noise levels would be less than 

the maximum noise levels presented in Exhibit 22. 

Construction noise is exempt from local property line regulations during 

daytime hours. Construction noise levels could be reduced by the 

construction practices identified in Chapter 6. 

60 70 80 90 100 110

Compactors (rollers)

Front-end loaders

Backhoes

Tractors

Scrapers, graders

Pavers

Trucks

Concrete mixers

Concrete pumps

Cranes (movable)

Cranes (derrick)

Pumps

Generators

Compressors

Pneumatic wrenches

Jack hammers, rock drills

Pile drivers (peaks)

Vibrator

Saws

Equipment Type

Noise Level (dBA) at 15 meters (50 ft.)

Earth Moving Materials Handling Stationary Impact Other

Source: EPA, 1971 and WSDOT, 1991.
September 2012 Point Defiance Bypass Project 

Page 52 Noise and Vibration Discipline Report 

Vibration 

Common vibration-producing equipment used during above-ground 

construction activities includes jackhammers, pavement breakers, 

bulldozers, backhoes, and ballast tampers. Pavement breaking and soil 

compaction would probably produce the highest levels of vibration. 

Exhibit 23 shows types of construction equipment measured under a 

variety of construction activities, and includes an average of source levels 

reported in terms of velocity levels. Although the exhibit lists one velocity 

level for each piece of equipment, considerable variation exists in reported 

ground-vibration levels from construction activities. The data provide a 

reasonable estimate for a wide range of soil conditions. 

Exhibit 23. Vibration Source Levels for Construction Equipment 

Equipment 

Peak Particle 

Velocity at 25 feet

(in/sec) 

Approximate Lv 

at 25 feet 

(VdB) 

Clam shovel drop (slurry 

wall) 0.202 94 

Hydromill (slurry wall) 

In soil 0.008 66 

In rock 0.017 75 

Vibratory Roller 0.210 94 

Large bulldozer 0.089 87 

Caisson drilling 0.089 87 

Loaded trucks 0.076 86 

Jackhammer 0.035 79 

Small bulldozer 0.003 58 

Source: Transit Noise and Vibration Impact Assessment, FTA, FTA 2006

Lv = RMS velocity in decibels (VdB) re 1 micro-inch/sec. 

RMS = The square root of the mean-square value of an oscillation waveform. 

Maximum vibration at adjacent properties during construction of the 

Project may result from the use of equipment such as vibratory rollers to 

compact ballast during construction, reconstruction, or rehabilitation of 

track. Vibration levels from vibratory rollers were estimated to be the most 

substantial source of vibration during normal construction activities and 

were therefore used to estimate vibration levels at the vibration-sensitive 

land uses listed in Exhibit 19. 

Exhibit 19 presents the results of the construction vibration analysis 

performed. 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 53 

Exhibit 24. Build Alternative Vibration Levels from Construction 

Site # 

Ground-Borne 

Vibration Impact 

Criteria (VdB) 

Estimated 

Construction 

Vibration Level (VdB) 

Project Vibration 

Effect 

South Tacoma to Lakewood 

1 80 73 None 

1M 80 70 None 

Tacoma Rescue 

Mission 80 75 None 

Church 80 55 None 

Fire Station 80 58 None 

2 80 69 None 

3 80 88 Effect 

4 80 58 None 

5 80 63 None 

6 80 73 None 

6M 80 73 None 

10 80 57 None 

Lakewood to Nisqually 

7 80 77 None 

8 80 59 None 

9 80 56 None 

11 80 82 Effect 

12 80 67 None 

13 80 57 None 

14 80 50 None 

15 80 76 None 

16N 80 79 None 

16 80 77 None 

16S 80 73 None 

17M 80 62 None 

17 80 50 None 

18 80 62 None 

19 80 62 None 

Based on the limit for an acceptable level of residential ground-borne 

vibration of 80 VdB, construction-related vibration effects are predicted at 

Sites 3 and 11. Site 3 represents approximately five residences, and Site 11 

represents approximately 11 residences located 25-50 feet from the nearest 

track. 

Construction effects would be transient in nature and short-lived in 

duration at these sites. In addition, construction activities that may cause 
September 2012 Point Defiance Bypass Project 

Page 54 Noise and Vibration Discipline Report 

perceptible vibration would be likely to occur during daytime hours, and 

would not be likely to disrupt sleep at these properties. 

Indirect Effects 

The Project is located within an existing rail corridor and urbanized area. 

The only potential indirect effect tied to the Project is that it may 

indirectly influence limited redevelopment near the relocated Amtrak 

Station at Freighthouse Square (see Land Use Discipline Report7). Such 

redevelopment is not anticipated to change noise levels and would comply 

with state noise regulations (WAC 173-60). Thus, no indirect noise effects 

are anticipated. There are no vibration-sensitive land uses near 

Freighthouse Square, thus no indirect vibration effects are anticipated. 

Cumulative Effects 

In characterizing the effects of the Project on noise, project scientists 

considered ongoing (existing) noise sources and reasonably foreseeable 

future actions (detailed in the Land Use Discipline Report8) that would 

contribute to the noise environment. At sensitive locations north of 

Lakewood Station, moderate increases in noise would likely result from a 

combination of future Sound Transit operations and project-related 

Amtrak operations. FRA and WSDOT found that the Project’s 

contribution to noise in the area would not lead to a significant cumulative 

effect. 

Vibration effects from the Project were also considered in combination 

with other reasonably foreseeable actions, which for this rail corridor, 

includes the extension of the Sound Transit Sounder service in 2012, plus 

the continuing Tacoma Rail service and occasional BNSF freight 

deliveries. FRA and WSDOT found that the Project’s vibration 

minimization measures are adequate to ensure no contribution to an 

adverse cumulative effect. 

 

7

 WSDOT 2012 

8

 WSDOT 2012 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 55 

Chapter 6 – Recommended 

Minimization Measures 

Noise Minimization Measures 

No Build Alternative 

Under the No Build Alternative, the Project would not be built and would 

not cause any additional noise effects. Therefore, no mitigation or 

minimization measures are required or proposed. 

Build Alternative 

No severe noise effects are predicted for the Build Alternative. Moderate 

noise effects are predicted at Sites 6M and 16N (Error! Reference source 

not found.). These effects would be caused by warning devices at the 

nearby at-grade crossing. These crossings will use wayside horns to limit 

the sounding of train horns and reduce the area exposed to train warning 

sounds; however, noise effects would still occur near the intersections. 

This measure to minimize noise exposure has already been included in the 

Project’s design. Because the effect would be caused by required warning 

devices, elimination of the noise source would create a safety hazard. 

While it is not required, mitigation for Moderate Effects, where possible, 

should be considered. Noise barrier placement is not feasible in these areas 

because openings in the walls would be needed for roadway crossings. 

Noise barriers in these areas could also create sight-distance hazards. 

Structural sound insulation in dwellings is provided only if predicted noise 

effects are severe. The predicted noise effects identified for the project are 

not at the severe level. Noise insulation is not recommended as a 

mitigation measure. 

Therefore, no noise mitigation or minimization measures are 

recommended for grade-crossing noise effects caused by the Build 

Alternative. 
September 2012 Point Defiance Bypass Project 

Page 56 Noise and Vibration Discipline Report 

Vibration Minimization Measures 

No Build Alternative 

Under the No Build Alternative, the Project would not be built and would 

not cause any vibration effects. Therefore, no minimization measures are 

required or proposed. 

Build Alternative 

Vibration effects at Sites 2, 3, 4, 5, 10 and 11 would be caused by train 

pass-by. Use of track treatments to reduce the vibration transmitted to the 

ground, such as resiliently supported ties, or ballast mats in this area could 

reduce the vibration levels below the 80-VdB criteria. 

A detailed vibration analysis of these areas with predicted vibration effects 

will be conducted during final design of the Project. This study would 

address the vibration from the existing rail line and characterize the soil 

propagation in the area, which may reduce the number of vibration effects. 

The detailed study will also address any rail vibration treatments that have 

already been incorporated by Sound Transit in areas of shared track. 

Construction Minimization Measures 

Noise 

Noise control measures during construction will be required to minimize 

noise levels on existing noise-sensitive land uses. All construction 

activities will have to comply with local noise regulations. Nighttime work 

could require a variance for local noise regulations. 

The noise control measures listed in this section are examples of those that 

will be incorporated into the Project’s construction phase. The contractor 

will be required to comply with any noise regulations permits acquired for 

the Project. Construction hours could be set, and construction activity 

noise level emission criteria could be determined and compliance required 

during construction. 

Design Considerations 

During the early stages of construction plan development, natural and 

artificial barriers (e.g., ground elevation changes and existing buildings) 

could be considered for use as shielding against construction noise. 

Strategic placement of stationary equipment, such as compressors and 

generators, could reduce effects at sensitive receivers. 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 57 

Alternate Construction Methods 

Certain phases of rail construction work, such as pile driving, may 

produce noise levels in excess of acceptable limits, even when feasible 

noise reduction methods are used. Using alternate methods of construction 

may reduce these effects. For pile driving, vibratory or hydraulic insertion 

could be used, depending on a variety of factors (i.e., vibratory pile 

driving is not always quieter). Drilling holes for cast-in-place piles is an 

alternative construction method that would produce significantly lower 

levels of noise. 

Source Control 

The contractor will comply with standard specifications and all local 

sound control and noise level rules, regulations, and ordinances that apply 

to any work performed pursuant to the contract. Each internal combustion 

engine used for any purpose on the Project or related to the Project will be 

equipped with a muffler of a type recommended by the manufacturer. No 

internal combustion engine will be operated without a muffler. 

Time and Activity Constraints 

Noisier activities involving large machinery will be limited to daytime 

hours as practical, when most people normally affected are either not 

present or engaged in less noise-sensitive activities. Nighttime 

construction will require a variance. Compliance with local noise 

ordinances would mitigate effects associated with construction noise. To 

comply with these ordinances, all construction activities adjacent to 

residential uses will be limited to daytime hours (7:00 AM to 6:00 PM) 

Monday through Saturday. 

Community Relations 

Community meetings will be held to explain the construction work, time 

involved, and control measures to be taken to reduce the effect of 

construction noise. 

Vibration 

Vibration control measures during construction could be required to 

minimize vibration levels on adjacent land uses. The vibration control 

measures listed in this section are examples of those that will be 

incorporated into the Project’s construction phase. The contractor will be 

required to comply with any applicable vibration regulations (such as the 

City of DuPont municipal code Title 9.09, Sound and Vibration). 

As with construction noise, in many cases the information available during 

the preliminary engineering phase is not sufficient to define specific 

construction vibration minimization measures. In such cases, it is 
September 2012 Point Defiance Bypass Project 

Page 58 Noise and Vibration Discipline Report 

appropriate to describe and commit to a minimization plan that will be 

developed and implemented during the final design and construction 

phases of the project. The objective of the plan should be to minimize 

construction vibration damage using all reasonable and feasible means 

available. The plan should provide a procedure for establishing threshold 

and limiting vibration values for potentially affected structures based on 

an assessment of each structure’s ability to withstand the loads and 

displacements due to construction vibrations. The plan should also include 

the development of a vibration monitoring plan. 

Similar to the approach for construction noise, minimization of 

construction vibration requires consideration of equipment location and 

processes, as follows: 

Design Considerations 

Route heavily-loaded trucks away from residential streets, if possible. 

Select streets with fewest homes if no alternatives are available. 

Operate earth-moving equipment on the construction lot as far away from 

vibration-sensitive sites as possible. 

Sequence of Operations 

Phase demolition, earth-moving and ground-impacting operations so as 

not to occur in the same time period. Unlike noise, the total vibration level 

produced could be significantly less when each vibration source operates 

separately. 

Avoid nighttime activities. People are more aware of vibration in their 

homes during the nighttime hours. 

Alternative Construction Methods 

Select demolition methods not involving impact devices, where possible. 

For example, sawing bridge decks into sections that can be loaded onto 

trucks results in lower vibration levels than impact demolition by 

pavement breakers, and milling generates lower vibration levels than 

excavation using clam shell or chisel drops. 

Avoid vibratory rollers and packers near sensitive areas, where possible. 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report Page 59 

References 

American Public Transit Association, 1981. Guidelines for design of rail 

transit facilities. 

Acoustical Society of America, 1983. American national standard: guide 

to the evaluation of human exposure to vibration in buildings.

ANSI S3.29-1983 

HMMH, 1995. Description of FTA General Noise Assessment 

Spreadsheet. Technical Memorandum from Harris Miller & 

Hanson to Federal Transit Administration. Burlington, MA. 

EPA (U.S. Environmental Protection Agency), 1971. Noise from 

Construction Equipment and Operations, Building Equipment, and 

Home Appliances. Washington, D.C. 

EPA, 1974. Information on Levels of Environmental Noise Requisite to 

Protect Public Health and Welfare with an Adequate Margin of 

Safety. Report Number 550/9-74-004. 

EPA, Office of Noise Abatement and Control. March 1974. Information 

on levels of environmental noise requisite to protect public health 

and welfare with an adequate margin of safety. Report Number 

550/9-74-004. 

FHWA (U.S. Department of Transportation, Federal Highway 

Administration), 1973. Fundamentals and Abatement of Highway 

Traffic Noise. Washington D.C. 

FHWA, 1996. Measurement of Highway-Related Noise. Washington 

D.C.FRA (U.S. Department of Transportation, Federal Railway 

Administration), 2011. Guidance on Assessing Noise and 

Vibration Impacts. Available at: 

http://www.fra.dot.gov/Pages/253.shtml. Accessed September 

2011. 

FRA (U.S. Department of Transportation, Federal Railway 

Administration), 2011. Guidance on Assessing Noise and 

Vibration Impacts. Available at: 

http://www.fra.dot.gov/Pages/253.shtml. Accessed September 

2011. 

FRA, 1999. Technical Supplement to the Draft Environmental Impact 

Statement of the Proposed Rule for the Use of Locomotive Horns 

at Highway-Rail Grade Crossings. Washington D.C. 

FTA (U.S. Department of Transportation, Federal Transit Administration), 

May 2006. Transit noise and vibration impact assessment, final 

report. FTA-VA-90-1003-06.United States Code. 1969. National 

environmental policy act of 1969 (NEPA). 42 USC 4321-4345. 

Washington, D.C. 
September 2012 Point Defiance Bypass Project 

Page 60 Noise and Vibration Discipline Report 

WSDOT. 2009. Pacific Northwest Rail Corridor Tier 1 Environmental 

Assessment. Available at: 

http://wadot.wa.gov/Freight/publications/PNWRCReports.htm 

WSDOT. 2012. Point Defiance Bypass Project Land Use Discipline 

Report. 
Point Defiance Bypass Project September 2012 

Noise and Vibration Discipline Report 

Attachment A – Noise Modeling 

Results 

Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 1

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Definace Bypass Project

Project Results Summary

Existing Ldn: 67 dBA

80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 67 dBA

Total Project Ldn: 51 dBA

Receiver Parameters Total Noise Exposure: 67 dBA

Receiver: Site 1 Increase: 0 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 67 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour 

(Sources 1+2): 25 ft 60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Dist to Mod. Impact Contour 

(Sources 1+2): 25 ft

Dist to Sev. Impact Contour 

(Sources 1+2): 11 ft

Noise Source Parameters

Number of Noise Sources: 2

51 dBA

50

55

60

65

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 1 

Number of Noise Sources: 2

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Source 1 Results

51 dBA

40

45

50

55

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 1 

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 52.4 dBA

Speed (mph) 35 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 50.3 dBA

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Avg. Number of Events/hr 1.16 Ldn: 50.3 dBA

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr Increase in Cumulative Noise Levels Allowed

Distance Distance from Source to Receiver (ft) 130

Number of Intervening Rows of Buildings 0

Adjustments No

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Adjustments No

No

No

No

10

15

20

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 46.8 dBA

5

10

Noise Exposure Increase (dB)

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 46.8 dBA

Speed (mph) 35 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 44.7 dBA

Incremental Ldn (Src 1-2): 51.4 dBA

Nighttime hrs Avg. Number of Rail Cars/train

0 0 dB

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 1 Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 130

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 1 

Distance Distance from Source to Receiver (ft) 130

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Fixed Guideway

Diesel Multiple Unit (DMU)

6

60

1.2

6

60

0.33

Distance 130

Adjustments No

No

No

No

Fixed Guideway

Diesel Multiple Unit (DMU)

5

79

0.16

0

0

Distance 150

Adjustments No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 150

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 150

Adjustments No

No

No

No

Appendix A

February 2012 Page 1

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 2

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Definace Bypass Project

Project Results Summary

Existing Ldn: 65 dBA

80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 65 dBA

Total Project Ldn: 50 dBA

Receiver Parameters Total Noise Exposure: 65 dBA

Receiver: Site 1 Increase: 0 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 65 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour 

(Sources 1+2): 31 ft 60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Dist to Mod. Impact Contour 

(Sources 1+2): 31 ft

Dist to Sev. Impact Contour 

(Sources 1+2): 13 ft

Noise Source Parameters

Number of Noise Sources: 2 50 50 dBA

55

60

65

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 1 

Number of Noise Sources: 2

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Source 1 Results

50 dBA

40

45

50

55

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 1 

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 51.4 dBA

Speed (mph) 35 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 49.3 dBA

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Avg. Number of Events/hr 1.16 Ldn: 49.3 dBA

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr Increase in Cumulative Noise Levels Allowed

Distance Distance from Source to Receiver (ft) 152

Number of Intervening Rows of Buildings 0

Adjustments No

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Adjustments No

No

No

No

10

15

20

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 45.7 dBA

5

10

Noise Exposure Increase (dB)

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 45.7 dBA

Speed (mph) 35 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 43.7 dBA

Incremental Ldn (Src 1-2): 50.4 dBA

Nighttime hrs Avg. Number of Rail Cars/train

0 0 dB

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 1 Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 152

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 1 

Distance Distance from Source to Receiver (ft) 152

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Fixed Guideway

Diesel Multiple Unit (DMU)

6

60

1.2

6

60

0.33

Distance 130

Adjustments No

No

No

No

Fixed Guideway

Diesel Multiple Unit (DMU)

5

79

0.16

0

0

Distance 150

Adjustments No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 150

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 150

Adjustments No

No

No

No

Appendix A

February 2012 Page 2

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 3

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Definace Bypass Project

Project Results Summary

Existing Ldn: 67 dBA

80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 67 dBA

Total Project Ldn: 53 dBA

Receiver Parameters Total Noise Exposure: 67 dBA

Receiver: Site TRM Increase: 0 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 67 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour 

(Sources 1+2): 25 ft 60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Dist to Mod. Impact Contour 

(Sources 1+2): 25 ft

Dist to Sev. Impact Contour 

(Sources 1+2): 11 ft

Noise Source Parameters

Number of Noise Sources: 2

53 dBA

50

55

60

65

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site TRM

Number of Noise Sources: 2

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Source 1 Results

53 dBA

40

45

50

55

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site TRM

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 53.8 dBA

Speed (mph) 35 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 51.7 dBA

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Avg. Number of Events/hr 1.16 Ldn: 51.7 dBA

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr Increase in Cumulative Noise Levels Allowed

Distance Distance from Source to Receiver (ft) 105

Number of Intervening Rows of Buildings 0

Adjustments No

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Adjustments No

No

No

No

10

15

20

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 48.1 dBA

5

10

Noise Exposure Increase (dB)

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 48.1 dBA

Speed (mph) 35 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 46.1 dBA

Incremental Ldn (Src 1-2): 52.8 dBA

Nighttime hrs Avg. Number of Rail Cars/train

0 0 dB

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Nighttime hrs Avg. Number of Rail Cars/train Moderate Impact Severe Impact Site TRM

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 105

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site TRM

Distance Distance from Source to Receiver (ft) 105

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Fixed Guideway

Diesel Multiple Unit (DMU)

6

60

1.2

6

60

0.33

Distance 130

Adjustments No

No

No

No

Fixed Guideway

Diesel Multiple Unit (DMU)

5

79

0.16

0

0

Distance 150

Adjustments No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 150

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 150

Adjustments No

No

No

No

Appendix A

February 2012 Page 3

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 4

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Definace Bypass Project

Project Results Summary

Existing Ldn: 67 dBA

80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 67 dBA

Total Project Ldn: 43 dBA

Receiver Parameters Total Noise Exposure: 67 dBA

Receiver: Site St Pauls Increase: 0 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 67 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour 

(Sources 1+2): 25 ft 60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Dist to Mod. Impact Contour 

(Sources 1+2): 25 ft

Dist to Sev. Impact Contour 

(Sources 1+2): 11 ft

Noise Source Parameters

Number of Noise Sources: 2 50

55

60

65

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site St Pauls

Number of Noise Sources: 2

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Source 1 Results

43 dBA

40

45

50

55

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site St Pauls

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 43.6 dBA

Speed (mph) 35 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 41.6 dBA

43 dBA

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Avg. Number of Events/hr 1.16 Ldn: 41.6 dBA

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr Increase in Cumulative Noise Levels Allowed

Distance Distance from Source to Receiver (ft) 500

Number of Intervening Rows of Buildings 0

Adjustments No

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Adjustments No

No

No

No

10

15

20

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 38.0 dBA

5

10

Noise Exposure Increase (dB)

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 38.0 dBA

Speed (mph) 35 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 35.9 dBA

Incremental Ldn (Src 1-2): 42.6 dBA

Nighttime hrs Avg. Number of Rail Cars/train

0 0 dB

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site St Pauls Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 500

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site St Pauls

Distance Distance from Source to Receiver (ft) 500

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Fixed Guideway

Diesel Multiple Unit (DMU)

6

60

1.2

6

60

0.33

Distance 130

Adjustments No

No

No

No

Fixed Guideway

Diesel Multiple Unit (DMU)

5

79

0.16

0

0

Distance 150

Adjustments No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 150

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 150

Adjustments No

No

No

No

Appendix A

February 2012 Page 4

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 5

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Definace Bypass Project

Project Results Summary

Existing Ldn: 67 dBA

80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 67 dBA

Total Project Ldn: 44 dBA

Receiver Parameters Total Noise Exposure: 67 dBA

Receiver: Site Fire House Increase: 0 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 67 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour 

(Sources 1+2): 25 ft 60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Dist to Mod. Impact Contour 

(Sources 1+2): 25 ft

Dist to Sev. Impact Contour 

(Sources 1+2): 11 ft

Noise Source Parameters

Number of Noise Sources: 2 50

55

60

65

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site Fire House

Number of Noise Sources: 2

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Source 1 Results

44 dBA

40

45

50

55

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site Fire House

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 45.3 dBA

Speed (mph) 35 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 43.3 dBA

44 dBA

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Avg. Number of Events/hr 1.16 Ldn: 43.3 dBA

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr Increase in Cumulative Noise Levels Allowed

Distance Distance from Source to Receiver (ft) 382

Number of Intervening Rows of Buildings 0

Adjustments No

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Adjustments No

No

No

No

10

15

20

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 39.7 dBA

5

10

Noise Exposure Increase (dB)

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 39.7 dBA

Speed (mph) 35 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 37.7 dBA

Incremental Ldn (Src 1-2): 44.4 dBA

Nighttime hrs Avg. Number of Rail Cars/train

0 0 dB

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site Fire House Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 382

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site Fire House

Distance Distance from Source to Receiver (ft) 382

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Fixed Guideway

Diesel Multiple Unit (DMU)

6

60

1.2

6

60

0.33

Distance 130

Adjustments No

No

No

No

Fixed Guideway

Diesel Multiple Unit (DMU)

5

79

0.16

0

0

Distance 150

Adjustments No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 150

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 150

Adjustments No

No

No

No

Appendix A

February 2012 Page 5

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 6

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 59 dBA

80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 59 dBA

Total Project Ldn: 51 dBA

Receiver Parameters Total Noise Exposure: 60 dBA

Receiver: Site 2 Increase: 1 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 59 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour 

(Sources 1+2): 68 ft 60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Dist to Mod. Impact Contour 

(Sources 1+2): 68 ft

Dist to Sev. Impact Contour 

(Sources 1+2): 28 ft

Noise Source Parameters

Number of Noise Sources: 2

51 dBA 50

55

60

65

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 2

Number of Noise Sources: 2

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Source 1 Results

51 dBA

40

45

50

55

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 2

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 46.9 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 44.9 dBA

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Avg. Number of Events/hr 1.16 Ldn: 44.9 dBA

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr Increase in Cumulative Noise Levels Allowed

Distance Distance from Source to Receiver (ft) 174

Number of Intervening Rows of Buildings 0

Adjustments No

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Adjustments No

No

No

No

10

15

20

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 51.9 dBA 1 dB

5

10

Noise Exposure Increase (dB)

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 51.9 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 49.9 dBA

Incremental Ldn (Src 1-2): 51.1 dBA

Nighttime hrs Avg. Number of Rail Cars/train

1 dB 0

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 2 Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 174

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 2

Distance Distance from Source to Receiver (ft) 174

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Stationary Source

Crossovers

2.6

60

1.2

0.83

60

0.33

Distance 174

Adjustments No

No

No

No

Fixed Guideway

Diesel Multiple Unit (DMU)

5

79

0.16

0

0

Distance 174

Adjustments No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 174

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 174

Adjustments No

No

No

No

Appendix A

February 2012 Page 6

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 7

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 68 dBA

80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 68 dBA

Total Project Ldn: 61 dBA

Receiver Parameters Total Noise Exposure: 69 dBA

Receiver: Site 3 Increase: 1 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 68 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour 

(Sources 1+2): 28 ft 61 dBA 60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Dist to Mod. Impact Contour 

(Sources 1+2): 28 ft

Dist to Sev. Impact Contour 

(Sources 1+2): 13 ft

Noise Source Parameters

Number of Noise Sources: 2

61 dBA

50

55

60

65

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 3

Number of Noise Sources: 2

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Source 1 Results 40

45

50

55

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 3

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 56.5 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 54.5 dBA

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Avg. Number of Events/hr 1.16 Ldn: 54.5 dBA

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr Increase in Cumulative Noise Levels Allowed

Distance Distance from Source to Receiver (ft) 40

Number of Intervening Rows of Buildings 0

Adjustments No

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Adjustments No

No

No

No

10

15

20

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 61.5 dBA 1 dB

5

10

Noise Exposure Increase (dB)

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 61.5 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 59.5 dBA

Incremental Ldn (Src 1-2): 60.7 dBA

Nighttime hrs Avg. Number of Rail Cars/train

1 dB 0

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 3 Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 40

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 3

Distance Distance from Source to Receiver (ft) 40

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Fixed Guideway

Diesel Multiple Unit (DMU)

6

60

1.2

6

60

0.33

Distance 40

Adjustments No

No

No

No

Fixed Guideway

Diesel Multiple Unit (DMU)

5

79

0.16

0

0

Distance 40

Adjustments No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 40

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 40

Adjustments No

No

No

No

Appendix A

February 2012 Page 7

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 8

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 56 dBA 80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 56 dBA

Total Project Ldn: 53 dBA

Receiver Parameters Total Noise Exposure: 58 dBA

Receiver: Site 4 Increase: 2 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 56 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour: --- 60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Dist to Mod. Impact Contour: ---

Dist to Sev. Impact Contour: ---

Noise Source Parameters

Number of Noise Sources: 4 53 dBA

50

55

60

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 4

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 37.0 dBA

53 dBA

40

45

50

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 4

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 37.0 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 35.0 dBA

Nighttime hrs Avg. Number of Locos/train

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 400 20

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Distance Distance from Source to Receiver (ft) 400

Number of Intervening Rows of Buildings 1

Adjustments No

No

No

15

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

No

No

Noise Source Parameters Source 2

Source Type: Fixed Guideway 5

10

15

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 42.0 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

40.0 dBA

2 dB

0

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 40.0 dBA

Incremental Ldn (Src 1-2): 41.2 dBA

Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

2 dB

0

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 4

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 400

Number of Intervening Rows of Buildings 1

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Noise Source Parameters Source 3

Source Type: Fixed Guideway

Specific Source: Locomotive Warning Horn Source 3 Results

Daytime hrs 6 Leq(day): 54.4 dBA

Speed 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 52.3 dBA

Incremental Ldn (Src 1-3): 52.6 dBA

Nighttime hrs 6

Speed

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 600

Number of Intervening Rows of Buildings 1

Adjustments No

No

No

No

Noise Source Parameters Source 4

Source Type: Stationary Source

Specific Source: Crossing Signals Source 4 Results

Daytime hrs Signal Duration/hr (seconds) 5 Leq(day): 17.8 dBA

79 Leq(night): 0.0 dBA

0.16 Ldn: 16.2 dBA

Incremental Ldn (Src 1-4): 52.6 dBA

Nighttime hrs Signal Duration/hr (seconds) 0

0

Distance Distance from Source to Receiver (ft) 600

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

No

No

No

Stationary Source

Crossing Signals

1

79

1

Distance 600

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 400

Adjustments No

No

No

No

Appendix A

February 2012 Page 8

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 9

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 63 dBA 80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 63 dBA

Total Project Ldn: 57 dBA

Receiver Parameters Total Noise Exposure: 64 dBA

Receiver: Site 5 Increase: 1 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 63 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour: ---

57 dBA

60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Dist to Mod. Impact Contour: ---

Dist to Sev. Impact Contour: ---

Noise Source Parameters

Number of Noise Sources: 4

57 dBA

50

55

60

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 5

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 44.1 dBA

40

45

50

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 5

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 44.1 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 42.1 dBA

Nighttime hrs Avg. Number of Locos/train

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 267 20

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Distance Distance from Source to Receiver (ft) 267

Number of Intervening Rows of Buildings 0

Adjustments No

No

No

15

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

No

No

Noise Source Parameters Source 2

Source Type: Fixed Guideway 5

10

15

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 49.1 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

47.1 dBA

1 dB 0

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 47.1 dBA

Incremental Ldn (Src 1-2): 48.3 dBA

Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

1 dB 0

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 5

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 267

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Noise Source Parameters Source 3

Source Type: Fixed Guideway

Specific Source: Locomotive Warning Horn Source 3 Results

Daytime hrs 6 Leq(day): 57.8 dBA

Speed 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 0.5 Ldn: 55.8 dBA

Incremental Ldn (Src 1-3): 56.5 dBA

Nighttime hrs 6

Speed

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 400

Number of Intervening Rows of Buildings

Adjustments No

No

No

No

Noise Source Parameters Source 4

Source Type: Stationary Source

Specific Source: Crossing Signals Source 4 Results

Daytime hrs Signal Duration/hr (seconds) 5 Leq(day): 22.2 dBA

79 Leq(night): 0.0 dBA

0.16 Ldn: 20.4 dBA

Incremental Ldn (Src 1-4): 56.5 dBA

Nighttime hrs Signal Duration/hr (seconds) 0

0

Distance Distance from Source to Receiver (ft) 400

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

No

No

No

Stationary Source

Crossovers

3

79

1

0.83

Distance 400

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 267

Adjustments No

No

No

No

Appendix A

February 2012 Page 9

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 10

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 63 dBA 80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 63 dBA

Total Project Ldn: 59 dBA

Receiver Parameters Total Noise Exposure: 65 dBA

Receiver: Site 6 Increase: 2 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 63 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour: --- 59 dBA 60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Dist to Mod. Impact Contour: ---

Dist to Sev. Impact Contour: ---

Noise Source Parameters

Number of Noise Sources: 4

59 dBA

50

55

60

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 6

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 48.8 dBA

40

45

50

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 6

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 48.8 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 46.8 dBA

Nighttime hrs Avg. Number of Locos/train

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 130 20

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Distance Distance from Source to Receiver (ft) 130

Number of Intervening Rows of Buildings 0

Adjustments No

No

No

15

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

No

No

Noise Source Parameters Source 2

Source Type: Fixed Guideway 5

10

15

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 53.8 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

51.8 dBA

2 dB

0

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 51.8 dBA

Incremental Ldn (Src 1-2): 53.0 dBA

Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

2 dB

0

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 6

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 130

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Noise Source Parameters Source 3

Source Type: Stationary Source

Specific Source: Locomotive Warning Horn Source 3 Results

Daytime hrs Avg. Number of Trains/hr 6 Leq(day): 60.0 dBA

79 Leq(night): 0.0 dBA

1.16 Ldn: 58.0 dBA

Incremental Ldn (Src 1-3): 59.2 dBA

Nighttime hrs Avg. Number of Trains/hr 6

Distance Distance from Source to Receiver (ft) 200

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

No

No

No

Noise Source Parameters Source 4

Source Type: Stationary Source

Specific Source: Crossing Signals Source 4 Results

Daytime hrs Signal Duration/hr (seconds) 5 Leq(day): 29.8 dBA

79 Leq(night): 0.0 dBA

0.16 Ldn: 27.8 dBA

Incremental Ldn (Src 1-4): 59.2 dBA

Nighttime hrs Signal Duration/hr (seconds) 0

0

Distance Distance from Source to Receiver (ft) 200

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

No

No

No

Stationary Source

Crossovers

3

79

1

0.83

Distance 660

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 130

Adjustments No

No

No

No

Appendix A

February 2012 Page 10

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 11

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 65 dBA 80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 65 dBA

Total Project Ldn: 62 dBA

Receiver Parameters Total Noise Exposure: 67 dBA

Receiver: Site 6M Increase: 2 dB

Land Use Category: 2. Residential Impact?: Moderate 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: Moderate

Existing Noise (Measured or Generic Value): 65 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour: ---

62 dBA

60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Dist to Mod. Impact Contour: ---

Dist to Sev. Impact Contour: ---

Noise Source Parameters

Number of Noise Sources: 4

62 dBA

50

55

60

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 6M

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 48.8 dBA

40

45

50

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 6M

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 48.8 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 46.8 dBA

Nighttime hrs Avg. Number of Locos/train

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 130 20

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Distance Distance from Source to Receiver (ft) 130

Number of Intervening Rows of Buildings 0

Adjustments No

No

No

15

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

No

No

Noise Source Parameters Source 2

Source Type: Fixed Guideway 5

10

15

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 53.3 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

51.3 dBA

2 dB

0

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 51.3 dBA

Incremental Ldn (Src 1-2): 52.6 dBA

Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

2 dB

0

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 6M

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 140

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Noise Source Parameters Source 3

Source Type: Stationary Source

Specific Source: Locomotive Warning Horn Source 3 Results

Daytime hrs Avg. Number of Trains/hr 6 Leq(day): 63.2 dBA

79 Leq(night): 0.0 dBA

1 Ldn: 61.2 dBA

Incremental Ldn (Src 1-3): 61.7 dBA

Nighttime hrs Avg. Number of Trains/hr 6

Distance Distance from Source to Receiver (ft) 140

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

No

No

No

Noise Source Parameters Source 4

Source Type: Stationary Source

Specific Source: Crossing Signals Source 4 Results

Daytime hrs Signal Duration/hr (seconds) 5 Leq(day): 34.5 dBA

79 Leq(night): 0.0 dBA

0.16 Ldn: 32.4 dBA

Incremental Ldn (Src 1-4): 61.8 dBA

Nighttime hrs Signal Duration/hr (seconds) 0

0

Distance Distance from Source to Receiver (ft) 130

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

No

No

No

Stationary Source

Crossovers

3

79

1

0.08

Distance 140

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 130

Adjustments No

No

No

No

Appendix A

February 2012 Page 11

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 12

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 67 dBA

80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 67 dBA

Total Project Ldn: 55 dBA

Receiver Parameters Total Noise Exposure: 67 dBA

Receiver: Site 7 Increase: 0 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 67 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour 

(Sources 1+2): 32 ft 60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Dist to Mod. Impact Contour 

(Sources 1+2): 32 ft

Dist to Sev. Impact Contour 

(Sources 1+2): 14 ft

Noise Source Parameters

Number of Noise Sources: 2

55 dBA

50

55

60

65

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 7

Number of Noise Sources: 2

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Source 1 Results

55 dBA

40

45

50

55

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 7

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 50.9 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 48.9 dBA

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Avg. Number of Events/hr 1.16 Ldn: 48.9 dBA

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr Increase in Cumulative Noise Levels Allowed

Distance Distance from Source to Receiver (ft) 94

Number of Intervening Rows of Buildings 0

Adjustments No

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Adjustments No

No

No

No

10

15

20

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 55.9 dBA

0 dB

5

10

Noise Exposure Increase (dB)

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 55.9 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 53.9 dBA

Incremental Ldn (Src 1-2): 55.1 dBA

Nighttime hrs Avg. Number of Rail Cars/train

0 0 dB

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 7 Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 94

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 7

Distance Distance from Source to Receiver (ft) 94

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Fixed Guideway

Diesel Multiple Unit (DMU)

6

60

1.2

6

60

0.33

Distance 94

Adjustments No

No

No

No

Fixed Guideway

Diesel Multiple Unit (DMU)

5

79

0.16

0

0

Distance 94

Adjustments No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 94

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 94

Adjustments No

No

No

No

Appendix A

February 2012 Page 12

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 13

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 61 dBA

80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 61 dBA

Total Project Ldn: 42 dBA

Receiver Parameters Total Noise Exposure: 61 dBA

Receiver: Site 8 Increase: 0 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 61 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour 

(Sources 1+2): 57 ft 60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Dist to Mod. Impact Contour 

(Sources 1+2): 57 ft

Dist to Sev. Impact Contour 

(Sources 1+2): 24 ft

Noise Source Parameters

Number of Noise Sources: 2 50

55

60

65

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 8

Number of Noise Sources: 2

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Source 1 Results

42 dBA

40

45

50

55

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 8

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 37.5 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 35.5 dBA

42 dBA

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Avg. Number of Events/hr 1.16 Ldn: 35.5 dBA

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr Increase in Cumulative Noise Levels Allowed

Distance Distance from Source to Receiver (ft) 370

Number of Intervening Rows of Buildings 1

Adjustments No

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Adjustments No

No

No

No

10

15

20

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 42.5 dBA

5

10

Noise Exposure Increase (dB)

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 42.5 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 40.5 dBA

Incremental Ldn (Src 1-2): 41.7 dBA

Nighttime hrs Avg. Number of Rail Cars/train

0 0 dB

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 8 Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 370

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 8

Distance Distance from Source to Receiver (ft) 370

Number of Intervening Rows of Buildings 1

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Fixed Guideway

Diesel Multiple Unit (DMU)

6

60

1.2

6

60

0.33

Distance 360

Adjustments No

No

No

No

Fixed Guideway

Diesel Multiple Unit (DMU)

5

79

0.16

0

0

Distance 360

Adjustments No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 360

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 360

Adjustments No

No

No

No

Appendix A

February 2012 Page 13

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 14

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 69 dBA

80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 69 dBA

Total Project Ldn: 38 dBA

Receiver Parameters Total Noise Exposure: 69 dBA

Receiver: Site 9 Increase: 0 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 69 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour 

(Sources 1+2): 25 ft 60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Dist to Mod. Impact Contour 

(Sources 1+2): 25 ft

Dist to Sev. Impact Contour 

(Sources 1+2): 11 ft

Noise Source Parameters

Number of Noise Sources: 2 50

55

60

65

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 9

Number of Noise Sources: 2

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Source 1 Results 40

45

50

55

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 9

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 34.3 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 32.3 dBA

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Avg. Number of Events/hr 1.16 Ldn: 32.3 dBA

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr Increase in Cumulative Noise Levels Allowed

Distance Distance from Source to Receiver (ft) 480

Number of Intervening Rows of Buildings 2

Adjustments No

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Adjustments No

No

No

No

10

15

20

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 39.3 dBA

5

10

Noise Exposure Increase (dB)

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 39.3 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 37.3 dBA

Incremental Ldn (Src 1-2): 38.5 dBA

Nighttime hrs Avg. Number of Rail Cars/train

0 0 dB

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 9 Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 480

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 9

Distance Distance from Source to Receiver (ft) 480

Number of Intervening Rows of Buildings 2

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Fixed Guideway

Diesel Multiple Unit (DMU)

6

60

1.2

6

60

0.33

Distance 477

Adjustments No

No

No

No

Fixed Guideway

Diesel Multiple Unit (DMU)

5

79

0.16

0

0

Distance 477

Adjustments No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 477

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 477

Adjustments No

No

No

No

Appendix A

February 2012 Page 14

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 15

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 54 dBA

80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 54 dBA

Total Project Ldn: 39 dBA

Receiver Parameters Total Noise Exposure: 54 dBA

Receiver: Site 10 Increase: 0 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 54 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour 

(Sources 1+2): 97 ft 60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Dist to Mod. Impact Contour 

(Sources 1+2): 97 ft

Dist to Sev. Impact Contour 

(Sources 1+2): 39 ft

Noise Source Parameters

Number of Noise Sources: 2 50

55

60

65

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 10

Number of Noise Sources: 2

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Source 1 Results 40

45

50

55

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 10

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 34.9 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 32.9 dBA

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Avg. Number of Events/hr 1.16 Ldn: 32.9 dBA

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr Increase in Cumulative Noise Levels Allowed

Distance Distance from Source to Receiver (ft) 440

Number of Intervening Rows of Buildings 2

Adjustments No

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Adjustments No

No

No

No

10

15

20

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 39.9 dBA

5

10

Noise Exposure Increase (dB)

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 39.9 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 37.8 dBA

Incremental Ldn (Src 1-2): 39.0 dBA

Nighttime hrs Avg. Number of Rail Cars/train

0 0 dB

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 10 Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 440

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 10

Distance Distance from Source to Receiver (ft) 440

Number of Intervening Rows of Buildings 2

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Fixed Guideway

Diesel Multiple Unit (DMU)

6

60

1.2

6

60

0.33

Distance 440

2

Adjustments No

No

No

No

Fixed Guideway

Diesel Multiple Unit (DMU)

5

79

0.16

0

0

Distance 440

Adjustments No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 440

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 440

Adjustments No

No

No

No

Appendix A

February 2012 Page 15

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 16

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 75 dBA 80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 75 dBA

Total Project Ldn: 58 dBA

Receiver Parameters Total Noise Exposure: 75 dBA

Receiver: Site 11 Increase: 0 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 75 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour: ---

58 dBA

60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Dist to Mod. Impact Contour: ---

Dist to Sev. Impact Contour: ---

Noise Source Parameters

Number of Noise Sources: 4

58 dBA

50

55

60

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 11

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 53.4 dBA

40

45

50

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 11

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 53.4 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 51.4 dBA

Nighttime hrs Avg. Number of Locos/train

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 64 20

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Distance Distance from Source to Receiver (ft) 64

Number of Intervening Rows of Buildings

Adjustments No

No

No

15

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

No

No

Noise Source Parameters Source 2

Source Type: Fixed Guideway 5

10

15

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 58.4 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

56.4 dBA

0 0 dB

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 56.4 dBA

Incremental Ldn (Src 1-2): 57.6 dBA

Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

0 0 dB

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 11

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 64

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Noise Source Parameters Source 3

Source Type: Stationary Source

Specific Source: Locomotive Warning Horn Source 3 Results

Daytime hrs Avg. Number of Trains/hr 6 Leq(day): 46.7 dBA

40 Leq(night): 0.0 dBA

1.16 Ldn: 44.7 dBA

Incremental Ldn (Src 1-3): 57.8 dBA

Nighttime hrs Avg. Number of Trains/hr 6

Distance Distance from Source to Receiver (ft) 679

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

No

No

No

Noise Source Parameters Source 4

Source Type: Stationary Source

Specific Source: Crossing Signals Source 4 Results

Daytime hrs Signal Duration/hr (seconds) 140 Leq(day): 31.0 dBA

79 Leq(night): 0.0 dBA

0.16 Ldn: 29.0 dBA

Incremental Ldn (Src 1-4): 57.8 dBA

Nighttime hrs Signal Duration/hr (seconds) 0

0

Distance Distance from Source to Receiver (ft) 679

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

No

No

No

Stationary Source

Crossing Signals

1

79

1

Distance 679

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 64

Adjustments No

No

No

No

Appendix A

February 2012 Page 16

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 17

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 66 dBA

80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 66 dBA

Total Project Ldn: 41 dBA

Receiver Parameters Total Noise Exposure: 66 dBA

Receiver: Site 12 Increase: 0 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 66 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour 

(Sources 1+2): 35 ft 60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Dist to Mod. Impact Contour 

(Sources 1+2): 35 ft

Dist to Sev. Impact Contour 

(Sources 1+2): 16 ft

Noise Source Parameters

Number of Noise Sources: 2 50

55

60

65

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 12

Number of Noise Sources: 2

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Source 1 Results 40 41 dBA

45

50

55

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 12

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 36.5 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 34.4 dBA

40 41 dBA

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Avg. Number of Events/hr 1.16 Ldn: 34.4 dBA

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr Increase in Cumulative Noise Levels Allowed

Distance Distance from Source to Receiver (ft) 435

Number of Intervening Rows of Buildings 1

Adjustments No

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Adjustments No

No

No

No

10

15

20

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 41.5 dBA

5

10

Noise Exposure Increase (dB)

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 41.5 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 39.4 dBA

Incremental Ldn (Src 1-2): 40.6 dBA

Nighttime hrs Avg. Number of Rail Cars/train

0 0 dB

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 12 Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 435

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 12

Distance Distance from Source to Receiver (ft) 435

Number of Intervening Rows of Buildings 1

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Fixed Guideway

Diesel Multiple Unit (DMU)

6

60

1.2

6

60

0.33

Distance 198

Adjustments No

No

No

No

Fixed Guideway

Diesel Multiple Unit (DMU)

5

79

0.16

0

0

Distance 198

Adjustments No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 198

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 198

Adjustments No

No

No

No

Appendix A

February 2012 Page 17

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 18

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 60 dBA

80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 60 dBA

Total Project Ldn: 45 dBA

Receiver Parameters Total Noise Exposure: 60 dBA

Receiver: Site 13 Increase: 0 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 60 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour 

(Sources 1+2): 62 ft 60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Dist to Mod. Impact Contour 

(Sources 1+2): 62 ft

Dist to Sev. Impact Contour 

(Sources 1+2): 26 ft

Noise Source Parameters

Number of Noise Sources: 2 50

55

60

65

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 13

Number of Noise Sources: 2

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Source 1 Results

45 dBA

40

45

50

55

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 13

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 41.0 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 39.0 dBA

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Avg. Number of Events/hr 1.16 Ldn: 39.0 dBA

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr Increase in Cumulative Noise Levels Allowed

Distance Distance from Source to Receiver (ft) 430

Number of Intervening Rows of Buildings 0

Adjustments No

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Adjustments No

No

No

No

10

15

20

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 46.0 dBA

5

10

Noise Exposure Increase (dB)

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 46.0 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 44.0 dBA

Incremental Ldn (Src 1-2): 45.2 dBA

Nighttime hrs Avg. Number of Rail Cars/train

0 0 dB

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 13 Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 430

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 13

Distance Distance from Source to Receiver (ft) 430

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Fixed Guideway

Diesel Multiple Unit (DMU)

6

60

1.2

6

60

0.33

Distance 198

Adjustments No

No

No

No

Fixed Guideway

Diesel Multiple Unit (DMU)

5

79

0.16

0

0

Distance 198

Adjustments No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 198

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 198

Adjustments No

No

No

No

Appendix A

February 2012 Page 18

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 19

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 61 dBA 80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 61 dBA

Total Project Ldn: 55 dBA

Receiver Parameters Total Noise Exposure: 62 dBA

Receiver: Site 14 Increase: 1 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 61 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour: ---

55 dBA

60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Dist to Mod. Impact Contour: ---

Dist to Sev. Impact Contour: ---

Noise Source Parameters

Number of Noise Sources: 4

55 dBA

50

55

60

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 14

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 37.4 dBA

40

45

50

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 14

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 37.4 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 35.4 dBA

Nighttime hrs Avg. Number of Locos/train

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 750 20

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Distance Distance from Source to Receiver (ft) 750

Number of Intervening Rows of Buildings 0

Adjustments No

No

No

15

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

No

No

Noise Source Parameters Source 2

Source Type: Fixed Guideway 5

10

15

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 42.4 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

40.4 dBA

1 dB

0

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 40.4 dBA

Incremental Ldn (Src 1-2): 41.6 dBA

Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

1 dB

0

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 14

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 750

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Noise Source Parameters Source 3

Source Type: Fixed Guideway

Specific Source: Locomotive Warning Horn Source 3 Results

Daytime hrs 6 Leq(day): 57.1 dBA

Speed 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 55.1 dBA

Incremental Ldn (Src 1-3): 55.3 dBA

Nighttime hrs 6

Speed

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 780

Number of Intervening Rows of Buildings

Adjustments No

No

No

No

Noise Source Parameters Source 4

Source Type: Stationary Source

Specific Source: Crossing Signals Source 4 Results

Daytime hrs Signal Duration/hr (seconds) 140 Leq(day): 29.5 dBA

79 Leq(night): 0.0 dBA

0.16 Ldn: 27.5 dBA

Incremental Ldn (Src 1-4): 55.3 dBA

Nighttime hrs Signal Duration/hr (seconds) 0

0

Distance Distance from Source to Receiver (ft) 780

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 198

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 198

Adjustments No

No

No

No

Appendix A

February 2012 Page 19

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 20

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 72 dBA 80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 72 dBA

Total Project Ldn: 55 dBA

Receiver Parameters Total Noise Exposure: 72 dBA

Receiver: Site 15 Increase: 0 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 72 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour: ---

55 dBA

60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Dist to Mod. Impact Contour: ---

Dist to Sev. Impact Contour: ---

Noise Source Parameters

Number of Noise Sources: 4

55 dBA

50

55

60

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 15

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 50.4 dBA

40

45

50

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 15

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 50.4 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 48.3 dBA

Nighttime hrs Avg. Number of Locos/train

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 103 20

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Distance Distance from Source to Receiver (ft) 103

Number of Intervening Rows of Buildings 0

Adjustments No

No

No

15

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

No

No

Noise Source Parameters Source 2

Source Type: Fixed Guideway 5

10

15

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 55.3 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

53.3 dBA

0 0 dB

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 53.3 dBA

Incremental Ldn (Src 1-2): 54.5 dBA

Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

0 0 dB

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 15

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 103

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Noise Source Parameters Source 3

Source Type: Stationary Source

Specific Source: Locomotive Warning Horn Source 3 Results

Daytime hrs Avg. Number of Trains/hr 6 Leq(day): 49.7 dBA

40 Leq(night): 0.0 dBA

1.16 Ldn: 47.7 dBA

Incremental Ldn (Src 1-3): 55.3 dBA

Nighttime hrs Avg. Number of Trains/hr 6

Distance Distance from Source to Receiver (ft) 515

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

No

No

No

Noise Source Parameters Source 4

Source Type: Stationary Source

Specific Source: Crossing Signals Source 4 Results

Daytime hrs Signal Duration/hr (seconds) 140 Leq(day): 34.0 dBA

79 Leq(night): 0.0 dBA

0.16 Ldn: 31.9 dBA

Incremental Ldn (Src 1-4): 55.3 dBA

Nighttime hrs Signal Duration/hr (seconds) 0

0

Distance Distance from Source to Receiver (ft) 515

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 198

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 198

Adjustments No

No

No

No

Appendix A

February 2012 Page 20

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 21

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 65 dBA

80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 65 dBA

Total Project Ldn: 57 dBA

Receiver Parameters Total Noise Exposure: 66 dBA

Receiver: Site 16 Increase: 1 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 65 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour 

(Sources 1+2): 39 ft 60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Dist to Mod. Impact Contour 

(Sources 1+2): 39 ft

Dist to Sev. Impact Contour 

(Sources 1+2): 17 ft

Noise Source Parameters

Number of Noise Sources: 2

57 dBA

50

55

60

65

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 16

Number of Noise Sources: 2

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Source 1 Results 40

45

50

55

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 16

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 53.3 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 51.3 dBA

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Avg. Number of Events/hr 1.16 Ldn: 51.3 dBA

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr Increase in Cumulative Noise Levels Allowed

Distance Distance from Source to Receiver (ft) 65

Number of Intervening Rows of Buildings 0

Adjustments No

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Adjustments No

No

No

No

10

15

20

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 58.3 dBA 1 dB

5

10

Noise Exposure Increase (dB)

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 58.3 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 56.3 dBA

Incremental Ldn (Src 1-2): 57.5 dBA

Nighttime hrs Avg. Number of Rail Cars/train

1 dB 0

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 16 Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 65

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 16

Distance Distance from Source to Receiver (ft) 65

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Stationary Source

Crossovers

1.08

40

0.08

0.08

40

0.08

Distance 64

Adjustments No

No

No

No

Stationary Source

Crossing Signals

5

79

0.16

0

0

Distance 515

Adjustments No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 198

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 198

Adjustments No

No

No

No

Appendix A

February 2012 Page 21

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 22

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 70 dBA 80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 70 dBA

Total Project Ldn: 67 dBA

Receiver Parameters Total Noise Exposure: 72 dBA

Receiver: 16 N Increase: 2 dB

Land Use Category: 2. Residential Impact?: Moderate 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: Moderate

Existing Noise (Measured or Generic Value): 70 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour: ---

67 dBA

60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Dist to Mod. Impact Contour: ---

Dist to Sev. Impact Contour: ---

Noise Source Parameters

Number of Noise Sources: 4

50

55

60

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

16 N

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 52.0 dBA

40

45

50

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

16 N

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 52.0 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 50.0 dBA

Nighttime hrs Avg. Number of Locos/train

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 80 20

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Distance Distance from Source to Receiver (ft) 80

Number of Intervening Rows of Buildings 0

Adjustments No

No

No

15

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

No

No

Noise Source Parameters Source 2

Source Type: Fixed Guideway 5

10

15

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 57.0 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

54.9 dBA

2 dB

0

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 54.9 dBA

Incremental Ldn (Src 1-2): 56.1 dBA

Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

2 dB

0

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact 16 N

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 80

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Noise Source Parameters Source 3

Source Type: Stationary Source

Specific Source: Locomotive Warning Horn Source 3 Results

Daytime hrs Avg. Number of Trains/hr 6 Leq(day): 68.7 dBA

79 Leq(night): 0.0 dBA

1.16 Ldn: 66.6 dBA

Incremental Ldn (Src 1-3): 67.0 dBA

Nighttime hrs Avg. Number of Trains/hr 6

Distance Distance from Source to Receiver (ft) 90

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

No

No

No

Noise Source Parameters Source 4

Source Type: Stationary Source

Specific Source: Crossing Signals Source 4 Results

Daytime hrs Signal Duration/hr (seconds) 140 Leq(day): 52.9 dBA

79 Leq(night): 0.0 dBA

0.16 Ldn: 50.9 dBA

Incremental Ldn (Src 1-4): 67.1 dBA

Nighttime hrs Signal Duration/hr (seconds) 0

0

Distance Distance from Source to Receiver (ft) 90

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

No

No

No

--

1.08

79

1

0.08

Distance 80

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 198

Adjustments No

No

No

No

Appendix A

February 2012 Page 22

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 23

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 67 dBA 80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 67 dBA

Total Project Ldn: 60 dBA

Receiver Parameters Total Noise Exposure: 68 dBA

Receiver: 16 S Increase: 1 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 67 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour: --- 60 60 dBA

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Dist to Mod. Impact Contour: ---

Dist to Sev. Impact Contour: ---

Noise Source Parameters

Number of Noise Sources: 4

60 dBA

50

55

60

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

16 S

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 48.4 dBA

40

45

50

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

16 S

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 48.4 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 46.3 dBA

Nighttime hrs Avg. Number of Locos/train

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 140 20

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Distance Distance from Source to Receiver (ft) 140

Number of Intervening Rows of Buildings 0

Adjustments No

No

No

15

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

No

No

Noise Source Parameters Source 2

Source Type: Fixed Guideway 5

10

15

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 53.3 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

51.3 dBA

1 dB 0

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 51.3 dBA

Incremental Ldn (Src 1-2): 52.5 dBA

Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

1 dB 0

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact 16 S

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 140

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Noise Source Parameters Source 3

Source Type: Stationary Source

Specific Source: Locomotive Warning Horn Source 3 Results

Daytime hrs Avg. Number of Trains/hr 6 Leq(day): 60.9 dBA

79 Leq(night): 0.0 dBA

1.16 Ldn: 58.9 dBA

Incremental Ldn (Src 1-3): 59.8 dBA

Nighttime hrs Avg. Number of Trains/hr 6

Distance Distance from Source to Receiver (ft) 184

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

No

No

No

Noise Source Parameters Source 4

Source Type: Stationary Source

Specific Source: Crossing Signals Source 4 Results

Daytime hrs Signal Duration/hr (seconds) 140 Leq(day): 45.2 dBA

79 Leq(night): 0.0 dBA

0.16 Ldn: 43.1 dBA

Incremental Ldn (Src 1-4): 59.9 dBA

Nighttime hrs Signal Duration/hr (seconds) 0

0

Distance Distance from Source to Receiver (ft) 184

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 198

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 198

Adjustments No

No

No

No

Appendix A

February 2012 Page 23

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 24

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 67 dBA

80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 67 dBA

Total Project Ldn: 47 dBA

Receiver Parameters Total Noise Exposure: 67 dBA

Receiver: Site 17M Increase: 0 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 67 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour 

(Sources 1+2): 32 ft 60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Dist to Mod. Impact Contour 

(Sources 1+2): 32 ft

Dist to Sev. Impact Contour 

(Sources 1+2): 14 ft

Noise Source Parameters

Number of Noise Sources: 2 50

55

60

65

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 17M

Number of Noise Sources: 2

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Source 1 Results

47 dBA

40

45

50

55

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 17M

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 43.3 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 41.2 dBA

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Avg. Number of Events/hr 1.16 Ldn: 41.2 dBA

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr Increase in Cumulative Noise Levels Allowed

Distance Distance from Source to Receiver (ft) 305

Number of Intervening Rows of Buildings 0

Adjustments No

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Adjustments No

No

No

No

10

15

20

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 48.3 dBA

5

10

Noise Exposure Increase (dB)

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 48.3 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 46.2 dBA

Incremental Ldn (Src 1-2): 47.4 dBA

Nighttime hrs Avg. Number of Rail Cars/train

0 0 dB

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Nighttime hrs Avg. Number of Rail Cars/train Moderate Impact Severe Impact Site 17M

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 305

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 17M

Distance Distance from Source to Receiver (ft) 305

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Fixed Guideway

Locomotive Warning Horn

6

40

0.08

6

40

0.08

Distance 64

Adjustments No

No

No

No

Stationary Source

Crossing Signals

5

79

0.16

0

0

Distance 90

Adjustments No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 198

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 198

Adjustments No

No

No

No

Appendix A

February 2012 Page 24

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 25

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 67 dBA

80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 67 dBA

Total Project Ldn: 41 dBA

Receiver Parameters Total Noise Exposure: 67 dBA

Receiver: Site 17 Increase: 0 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 67 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour 

(Sources 1+2): 32 ft 60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Dist to Mod. Impact Contour 

(Sources 1+2): 32 ft

Dist to Sev. Impact Contour 

(Sources 1+2): 14 ft

Noise Source Parameters

Number of Noise Sources: 2 50

55

60

65

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 17

Number of Noise Sources: 2

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Source 1 Results

41 dBA

40

45

50

55

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 17

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 37.3 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 35.3 dBA

41 dBA

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Avg. Number of Events/hr 1.16 Ldn: 35.3 dBA

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr Increase in Cumulative Noise Levels Allowed

Distance Distance from Source to Receiver (ft) 760

Number of Intervening Rows of Buildings 0

Adjustments No

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Adjustments No

No

No

No

10

15

20

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 42.3 dBA

5

10

Noise Exposure Increase (dB)

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 42.3 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 40.3 dBA

Incremental Ldn (Src 1-2): 41.5 dBA

Nighttime hrs Avg. Number of Rail Cars/train

0 0 dB

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 17 Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 760

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 17

Distance Distance from Source to Receiver (ft) 760

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Fixed Guideway

Locomotive Warning Horn

6

40

0.08

6

40

0.08

Distance 64

Adjustments No

No

No

No

Stationary Source

Crossing Signals

5

79

0.16

0

0

Distance 90

Adjustments No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 198

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 198

Adjustments No

No

No

No

Appendix A

February 2012 Page 25

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 26

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 66 dBA

80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 66 dBA

Total Project Ldn: 46 dBA

Receiver Parameters Total Noise Exposure: 66 dBA

Receiver: Site 18 Increase: 0 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 66 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour 

(Sources 1+2): 28 ft 60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Dist to Mod. Impact Contour 

(Sources 1+2): 28 ft

Dist to Sev. Impact Contour 

(Sources 1+2): 13 ft

Noise Source Parameters

Number of Noise Sources: 2 50

55

60

65

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 18

Number of Noise Sources: 2

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Source 1 Results

46 dBA

40

45

50

55

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 18

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 43.6 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 41.6 dBA

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Avg. Number of Events/hr 1.16 Ldn: 41.6 dBA

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr Increase in Cumulative Noise Levels Allowed

Distance Distance from Source to Receiver (ft) 290

Number of Intervening Rows of Buildings 0

Adjustments No

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Adjustments No

No

No

No

10

15

20

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 20 Leq(day): 46.7 dBA

5

10

Noise Exposure Increase (dB)

Daytime hrs Avg. Number of Rail Cars/train 20 Leq(day): 46.7 dBA

Speed (mph) 40 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 44.6 dBA

Incremental Ldn (Src 1-2): 46.4 dBA

Nighttime hrs Avg. Number of Rail Cars/train

0 0 dB

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 18 Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 290

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 18

Distance Distance from Source to Receiver (ft) 290

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Fixed Guideway

Locomotive Warning Horn

6

40

0.08

6

40

0.08

Distance 64

Adjustments No

No

No

No

Stationary Source

Crossing Signals

5

79

0.16

0

0

Distance 90

Adjustments No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 198

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 198

Adjustments No

No

No

No

Appendix A

February 2012 Page 26

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Federal Transit Administration

Noise Impact Assessment Spreadsheet

Copyright 2007 HMMH Inc.

version: 7/3/2007 Noise Impact Criteria

(FTA Manual, Fig 3-1)

Appendix A

February 2012 Page 27

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

version: 7/3/2007

Project: Point Defiance Bypass Project

Project Results Summary

Existing Ldn: 68 dBA 80

85

Noise Impact Criteria

(FTA Manual, Fig 3-1)

Existing Ldn: 68 dBA

Total Project Ldn: 58 dBA

Receiver Parameters Total Noise Exposure: 68 dBA

Receiver: Site 19 Increase: 0 dB

Land Use Category: 2. Residential Impact?: None 70

75

80

85

Project Noise Exposure/Ldn (dBA)

Land Use Category: 2. Residential Impact?: None

Existing Noise (Measured or Generic Value): 68 dBA

Distance to Impact Contours

Dist to Mod. Impact Contour: ---

58 dBA

60

65

70

75

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Dist to Mod. Impact Contour: ---

Dist to Sev. Impact Contour: ---

Noise Source Parameters

Number of Noise Sources: 4

58 dBA

50

55

60

Project Noise Exposure/Ldn (dBA)

Moderate Impact

Severe Impact

Site 19

Noise Source Parameters Source 1

Source Type: Fixed Guideway

Specific Source: Diesel Electric Locomotive Source 1 Results

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 43.6 dBA

40

45

50

40 45 50 55 60 65 70 75 80

Project Noise Exposure/Ldn (dBA)

Site 19

Daytime hrs Avg. Number of Locos/train 1 Leq(day): 43.6 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 41.6 dBA

Nighttime hrs Avg. Number of Locos/train

40

40 45 50 55 60 65 70 75 80

Existing Noise Exposure (dBA)

Nighttime hrs Avg. Number of Locos/train

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 290 20

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

Distance Distance from Source to Receiver (ft) 290

Number of Intervening Rows of Buildings 0

Adjustments No

No

No

15

20

Noise Exposure Increase (dB)

Increase in Cumulative Noise Levels Allowed

(FTA Manual, Fig 3-2)

No

No

Noise Source Parameters Source 2

Source Type: Fixed Guideway 5

10

15

Noise Exposure Increase (dB)

Noise Source Parameters Source 2

Source Type: Fixed Guideway

Specific Source: Rail Car Source 2 Results

Daytime hrs Avg. Number of Rail Cars/train 8 Leq(day): 48.6 dBA

Speed (mph) 79 Leq(night): 0.0 dBA

46.6 dBA

0

0 dB

5

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Speed (mph) 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 46.6 dBA

Incremental Ldn (Src 1-2): 47.8 dBA

Nighttime hrs Avg. Number of Rail Cars/train

Speed (mph)

0

0 dB

40 45 50 55 60 65 70 75 80

Noise Exposure Increase (dB)

Existing Noise Exposure (dBA)

Moderate Impact Severe Impact Site 19

Speed (mph)

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 290

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

Jointed Track? No

Embedded Track? No

Aerial Structure? No

Noise Source Parameters Source 3

Source Type: Fixed Guideway

Specific Source: Locomotive Warning Horn Source 3 Results

Daytime hrs 6 Leq(day): 59.4 dBA

Speed 79 Leq(night): 0.0 dBA

Avg. Number of Events/hr 1.16 Ldn: 57.4 dBA

Incremental Ldn (Src 1-3): 57.8 dBA

Nighttime hrs 6

Speed

Avg. Number of Events/hr

Distance Distance from Source to Receiver (ft) 550

Number of Intervening Rows of Buildings

Adjustments No

No

No

No

Noise Source Parameters Source 4

Source Type: Stationary Source

Specific Source: Crossing Signals Source 4 Results

Daytime hrs Signal Duration/hr (seconds) 5 Leq(day): 18.8 dBA

79 Leq(night): 0.0 dBA

0.16 Ldn: 17.1 dBA

Incremental Ldn (Src 1-4): 57.8 dBA

Nighttime hrs Signal Duration/hr (seconds)

0

Distance Distance from Source to Receiver (ft) 550

Number of Intervening Rows of Buildings

Adjustments Noise Barrier? No

No

No

No

Fixed Guideway

Diesel Electric Locomotive

1

79

1

Distance 198

Adjustments No

No

No

No

Fixed Guideway

Rail Car

6

79

1

Distance 198

Adjustments No

No

No

No

Appendix A

February 2012 Page 27

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report

September 2012 Point Defiance Bypass Project 

 Noise and Vibration Discipline Report 

Attachment B – Vibration Modeling 

Results 

S Noise Speed Distance Vibration Vibration Ground Ground

I Sensitive from Nearest Track Criteria Level Borne Borne

T Category to Receptor (adjusted Noise Criteria Noise

E (1,2,3) (mph) (ft) to speed) (GBN) (GBN)

# (Vdb) (Vdb) (dBA) (dBA)

1 2 25 130 80 65 43 30

1M 2 35 152 80 66 43 31

TRM 2 35 105 80 70 43 35

St Paul's 2 35 500 80 59 43 24

Fire House 2 35 382 80 59 43 24

2 2 79 174 80 72 43 37

3 2 79 40 80 85 43 50

4 2 79 400 80 66 43 31

5 2 79 267 80 70 43 35

6 2 79 130 80 75 43 40

6M 2 79 130 80 75 43 40

7 2 79 94 80 78 43 43

8 2 79 360 80 66 43 31

9 2 79 477 80 66 43 31

10 2 79 440 80 66 43 31

11 2 79 64 80 82 43 47

12 2 79 198 80 70 43 35

13 2 79 430 80 66 43 31

14 2 79 750 80 66 43 31

15 2 79 103 80 77 43 42

16 2 79 90 80 78 43 43

16MN 2 79 80 80 79 43 44

16MS 2 79 130 80 75 43 40

17M 2 79 300 80 66 43 31

17 2 79 760 80 66 43 31

18 2 79 290 80 70 43 35

19 2 79 290 80 70 43 35

CM2 2 79 75 80 80 43 45 # Bldgs

Appendix B

Vibration Calulations 1

Point Defiance Bypass Project

DraftFinal Noise and Vibration Discipline Report
Appendix B

Vibration Calulations 2

Point Defiance Bypass Project

Final Noise and Vibration Discipline Report

Pt Defiance Bypass - Construction Vibration Estimate

Vibration 

Receptors

Receptor 

Distance 

from 

Nearest 

Track (ft)

Max Construction 

Vibration - Vibratory 

Roller (Lv at 

25 ft) 1

Max Construction 

Vibration at Receptor 

Distance (Lv )2 3

1 130 94 73

1M 152 94 70

TRM 105 94 75

St Paul's 500 94 55

Firehouse 382 94 58

2 174 94 69

3 40 94 88

4 400 94 58

5 267 94 63

6 130 94 73

6M 130 94 73

7 94 94 77

8 360 94 59

9 477 94 56

10 440 94 57

11 64 94 82

12 198 94 67

13 430 94 57

14 750 94 50

15 103 94 76

16 90 94 77

16MN 80 94 79

16MS 130 94 73

17M 300 94 62

17 760 94 50

18 290 94 62

19 290 94 62

CM24 75 94 80 1

 Source: Table 12-2 of the FTA Transit Noise and Vibration Impact Assesment guidance (May, 2006).

2

 Source: Annoynace Assessment equation under Section 12.2.1 of the FTA Transit Noise and Vibration Impact Assesment guidance (May, 2006).

3

 Highlighted cells show levels equal to or above the Infrequent Event impact criteria for residential properties in Table 8-1 of the FTA 

Transit Noise and Vibration Impact Assesment guidance (May, 2006).

4 Note that CM2 is a category 3 land use and so would be below the impact threshold for vibration at an estimated level of 80 VdB.